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COMMON RAIL SYSTEM (CRS) SERVICE MANUAL: General Edition

1. NG NG NG NG Check the crankshaft position sensor Refer to the crankshaft position sensor check procedure issued by the vehicle manufacturer Repair or replace the cylinder recognition sensor and or the corresponding circuit Repair or replace the injector and or the corresponding circuit Repair the start signal circuit Repair Section 2 147 6 Check the engine ECU power supply Repair the engine ECU power supply Refer to the engine ECU power supply cir cuit diagram issued by the vehicle manu facturer Check the supply pump and the supply Repair or replace the supply pump and pump drive circuit Refer to the supply drive circuit pump drive circuit diagram issued by the vehicle manufacturer Troubleshooting complete Repair Section 2 148 3 The engine stalls when idling The engine stalls after starting or when idling Possible Cause e Crankshaft position sensor e Engine ECU power supply circuit Injector Supply pump Engine cooling system Start signal circuit Clogged air cleaner element Verify that the engine is not overheated Repair the engine cooling system 2 Check the crankshaft position sensor out Repair or replace the crankshaft position Z z z put waveform Refer to the crankshaft sensor and or the corresponding circuit position sensor check procedure issued by the vehicle manufacturer Check each injector Refer to t
2. Supply Pump Number of Pumping Rotations Number of Engine Cylin Speed Ratio l Number of for 1 Cycle of the Engine 2 ders Pump Engine Cam Peaks Cylinders III 4 Cylinders 6 Cylinders 8 Cylinders e By increasing the number of cam peaks to handle the number of engine cylinders a compact two cylin der pump unit is achieved Furthermore because this pump has the same number of pumping strokes as injections it maintains a smooth and stable rail pressure Deli Val ellvery Valve E Element Cylinder Recognition Sensor TDC G Sensor Pulsar for TDC G Sensor Q000768E Operation Section 1 16 2 Exploded View E PCV Do Pump Control Valve Q C e 2 ae iS Delivery Valve i Y Element 4 Cylinder Recognition Sensor TDC G Sensor Croo Co Feed w o Q000769E Operation Section 1 17 3 Supply Pump Component Part Functions Mechanism Tappet Transmits reciprocating motion to the plunger Moves reciprocally to draw and compress fuel Delivery Valve Stops the reverse flow of fuel pumped to the rail Cylinder Recognition Sensor TDC Identifies the engine cylinders G Sensor Feed Pump e The feed pump which is integrated in the supply pump draws fuel from the fuel tank and feeds it to the pump chamber via the fuel filter There are two types of feed pumps the trochoid type and the vane type Trochoid Type v The camshaft actuates the outer inner rotors of the
3. 0 0 ee eee ee eee 1 4 Common Rail System And Supply Pump Transitions 0 0 0 0 0 0 0c ee ee eee eee 1 5 WAI UO Ie TNE UNS AAA A caer ee eee ces EEE A ladle avs Merl fo oh te Sirs oh ody Gs aterm 1 6 Common Rail System Configuration 0 0 0 00 cc eee eee eee e a eens 1 7 2 COMMON RAIL SYSTEM OUTLINE 2 1 Layout Or Mal Components oda So ead A IA A he wae Se a eae eae Ss 1 8 3 SUPPLY PUMP DESCRIPTION 3 1 3 2 3 3 3 4 HPO Type A betes eileen wind et nod oe cee bets 1 15 HPA i cl a ee ee A A 1 22 IPS ieee hs eae he cat beans S256 bine Sate Stent enh heads 4 eee 3 eee ak he 1 33 SYD A ee ee LS een Le ee ee ene heey ee ene ee ee Te 1 47 4 RAIL DESCCRIPTION 4 1 4 2 Rail Functions and Composition 0 0 ee ee ee ee ee eee es 1 52 Component Part Construction and Operation 2 0 0 0 0 ee ee ee teens 1 53 9 INJECTOR DESCRIPTION 9 1 9 2 5 3 5 4 5 5 General Description ire sd ti Staind Me Berge ek toe oa a hee ad eA eee 1 57 Injector Construction and Features 1 0 0 ee ee ee eee eee e eens 1 58 MECO r Operation lts is wets omy ek Soke A melee ea tia tata iia 1 61 Injector Actualon CIRCUIT ocacion AA Ai A 1 62 Other Injector Component Parts o o o ooooooor ee eee eee eee ene eens 1 63 6 DESCRIPTION OF CONTROL SYSTEM COMPONENTS 6 1 6 2 6 3 6 4 Engine Control System Diagram Reference 0 0c eee eee ene 1 66 Engine ECU Electronic Control Unit c2 35 0
4. 7 6 E 1 Tofa e 7 S hrhehsha rafal wfs a 1 Els Ea 2120 e 125 24 fzslezlz1 20 19 18 en sace esil r balsa 31 30 2928 ninia a asao M afz n l27 26 Connector A pe PERT EEE THIA alm hoz WPA p Teal aT fvepa vera 1 Automatic transmission vehicles only 2 Cold specification vehicles only ADUIRE Engine ECU Terminal Layout Diagram Repair Section 2 141 2 Oscilloscope waveforms REFERENCE The following oscilloscope waveforms are reference examples Noise and chattering waveforms have been omitted e a Waveform 1 Vehicle speed meter input Measurement SPD lt gt Ef Terminals Instrument Setting 2V DIV 20ms DIV Conditions When driving at approximately 20 km h Q002696E REFERENCE e As vehicle speed decreases the wave period shortens e As vehicle speed decreases the wave amplitude increases e b Waveform 2 SCV actuation voltage Measurement CH1 PCV lt E1 Terminals CH2 PCV lt Ef Instrument CH1 10V DIV 5ms DIV Setting CH2 500mv DIV 5ms DIV Conditions After warm up when the engine is at idle speed Q002697E Item Description El Ground Chiat Measurement CH2 2 lt E1 Terminals CH2 43 lt Ef Ground CH2 2 lt E1 Instrument Ground Setting 5V DIV 20ms DIV Conditions After warm up when the engine is at idle speed Ground Q002698E REFERENCE As engine rotational speed increases the
5. DENSO COMMON RAIL SYSTEM CRS SERVICE MANUAL General Edition Published September 2007 Revised July 2008 DENSO CORPORATION 00400534EA Revision History Date 2007 09 2008 07 Revision Contents SCV Explanation of compact SCV added to Suction Control Valve SCV Repair section added Added the HINO vehicles explanation to the Diesel Particulate Filter DPF sec tion Changed the DIAGNOSTIC TROUBLE CODE DTC READING title to DIAG NOSTIC TOOL USE TOYOTA VEHICLE EXAMPLE Revised the Intake System Diagnosis content Revised the Fuel System Diagnosis content Added the Engine ECU Input Output Signal Check Method content Added the 10 Engine start failure example for TOYOTA HIACE and REGIUS ACE content to Troubleshooting According to Malfunction Symptom for TOY OTA Vehicles 2008 DENSO CORPORATION All rights reserved This material may not be reproduced or copied in whole or in part without the written permission of DENSO Corporation Table of Contents Table of Contents Operation Section 1 GENERAL DESCRIPTION 1 1 1 2 1 3 1 4 1 5 1 6 1 7 Changes In Environment Surrounding The Diesel Engine 00 cc ee ees 1 1 Demands On Fuel Injection System 0 0 ccc ee eee e eee ene e ne eees 1 2 Types Of And Transitions In ECD ELECTRONICALLY CONTROLLED DIESEL Systems 1 3 Common Rail System CharacteristicS
6. Next To finish the registration press Cancel Engine Utility Injector Compensation Injector Compensation is complete Presa Next to set the other cylinder or press Cancel to exit this function Q003385E e af Turn the ignition switch off and then turn the tester off Next turn the tester off and then turn the ignition switch off e ag Wait for at least 30 seconds e ah Turn the ignition switch on and then turn the tester on e al Clear DIC P1601 89 stored in the engine ECU using the tester Repair Section 2 128 4 DIAGNOSIS BY SYSTEM 4 1 Intake System Diagnosis Diagnostic Procedure Check for air cleaner clogging and dirt 2 Check the suction path for leaks Clean or replace the air cleaner Repair or replace the malfunctioning com NG ze z z e Suction path joint ponent e Suction pipes hoses 3 Check the diesel throttle EGR turbo e Check that the diesel throttle is not stuck closed e Check that the EGR is not stuck open e Check that the turbo operates Repair or replace the malfunctioning com NG ponent Normal 4 2 Fuel System Diagnosis Diagnostic Procedure Check the fuel quality and quantity Add fuel or replace components clean the NG tank e Check the amount of fuel in the tank e Check the fuel quality Request engine analysis from a third party as neces sary a Color no color brownish milky ca Odor kerosene hea
7. A circuit low voltage Fuel temperature sensor A circuit high voltage Fuel temperature sensor A circuit intermittent operation P0185 Fuel temperature sensor B circuit related P0186 Fuel temperature sensor B circuit range performance P0187 Fuel temperature sensor B circuit low voltage P0188 Fuel temperature sensor B circuit high voltage P0189 Fuel temperature sensor B circuit intermittent operation P0230 Fuel pump primary circuit related Repair Section 2 179 P0335 Crankshaft position sensor A circuit related P0339 Crankshaft position sensor A circuit intermittent operation P0340 Cylinder recognition sensor A circuit related EGR sensor A circuit low voltage EGR sensor A circuit high voltage EGR sensor B circuit low voltage EGR sensor B circuit high voltage P0500 Vehicle speed sensor A circuit related P0501 Vehicle speed sensor A circuit range performance Brake switch A B correlation Intake air heater A circuit Fuel pump A open control circuit Transmission oil temperature sensor A circuit related Turbine speed sensor A circuit related Shift solenoid A actuation related P0758 Shift solenoid B actuation related Repair Section 2 180 Particulate Matter PM capture efficiency at or below specified value P2120 Accelerator position sensor switch D circuit related P2121 Accelerator position sensor switch D circuit range performance
8. DC l l l l l 75 CR 75 CR 75 CR 75 CR 75 CR 75 CR 75 CR I I I I I gt 105 CR_ 1 I I i I Engine Speed Pulse 0246 81012140 2 46 81012140 24681012 0246 81012140 2 4 6 81012140 2 4 6 81012 0246 8 No 1 Cylinder Engine Speed Standard Pulse No 6 Cylinder Engine Speed Standard Pulse eve Operation Section 1 21 4 Supply Pump Operation Supply Pump Overall Fuel Flow e The fuel is drawn by the feed pump from the fuel tank and sent to the pumping mechanism via the PCV The PCV adjusts the quantity of fuel pumped by the pumping mechanism to the necessary discharge quantity and the fuel is pumped to the rail via the delivery valve Fuel Discharge Quantity Control e The fuel sent from the feed pump is pumped by the plunger In order to adjust the rail pressure the PCV controls the discharge quantity Actual operation is as follows PCV and Plunger Operation During Each Stroke Intake Stroke A In the plunger s descent stroke the PCV opens and low pressure fuel is suctioned into the plunger chamber via the PCV Pre Stroke B Even when the plunger enters its ascent stroke the PCV remains open while it is not energized During this time fuel drawn in through the PCV is returned through the PCV without being pressurized pre stroke Pumping Stroke At a timing suited to the required discharge quantity power is supplied to close the C PCV the return passage closes and pressure in the plunger chamb
9. Short alo 1 Circuit Q002331E Repair Section 2 135 Ground Continuity Check 1 Remove connector A and connector C and then Diagram 6 measure the resistance respectively between termi E nals 1 and 2 of connector A and ground Sensor REFERENCE Measure resistance while gently shaking the wiring a harness up and down and side to side 2 As shown in diagram 6 there is continuity between terminal 1 of connector A and the body ground short circuit However there is no continuity be tween terminal 2 of connector A and the body ground Therefore there is a short circuit between ter minal 1 of connector A and terminal 1 of connector Cc 3 Remove connector B and measure the resistance Diagram 7 between terminal 1 of connector A and the body ground and between terminal 1 of connector B2 and the body ground 4 The faulty circuit and measurement results are shown below Measure e There is no continuity between Q002333E ment Results terminal 1 of connector A and the body ground e There is continuity between ter minal 1 of connector B2 and the body ground Faulty Item There is a short circuit between ter minal 1 of connector B2 and ter minal 1 of connector C Repair Section 2 136 4 Connector connection fault verification method e Simultaneously perform the data monitor and connector voltage measurements Ex Coolant temperature sensor
10. The world s first SPV electromagnetic spill valve system is used for fuel injection quantity control so the quantity injected by each cylinder can inner Cam Pumping Mechanism Uses pilot injection to reduce the be controlled l Maximum Injection Pressure 130 MPa engine combustion noise Maximum Injection Pressure 60 MPa Maximum Injection Pressure a 100 MPa system f Types and Transitions ECDV5 Passenger Car Common ji H Common Rail System Fuel raised to high pressure by the supply pump is temporarily accumulated in the rail then injected after the injector is energized Uses pilot injection to reduce the engine combustion noise Maximum Injection Pressure 180 MPa Supply Pump Injector Q000750E Operation Section 1 4 1 4 Common Rail System Characteristics e The common rail system uses a type of accumulation chamber called a rail to store pressurized fuel and injectors that contain electronically controlled solenoid valves to inject the pressurized fuel into the cylin ders O Because the engine ECU controls the injection system including the injection pressure injection rate and injection timing the injection system is independent and thus unaffected by the engine speed or load O Because the engine ECU can control injection quantity and timing to a high level of precision even multi injection multiple fuel injections in one injection stroke is possible O This ensures a
11. a A e Q000820E Operation Section 1 25 4 Component Part Functions Feed Pump Draws fuel from the fuel tank and feeds it to the pumping mechanism Regulating Valve Regulates internal fuel pressure in the supply pump SCV Suction Control Valve Controls the quantity of fuel that is fed to the plunger in order to con trol fuel pressure in the rail Pumping Actuates the plunger Mechanism Actuates the plunger Moves reciprocally to draw and compress fuel Delivery Valve Maintains high pressure by separating the pressurized area rail from the pumping mechanism Fuel Fuel Temperature Sensor Fuel Temperature Sensor Detects the Detects the fuel temperature Detects the fuel temperature Check Valve Prevents the pressurized fuel in the pumping mechanism from flowing back into the suction side Feed Pump e The feed pump is a four vaned type that draws fuel from the fuel tank and discharges it to the pumping mechanism The rotation of the drive shaft causes the feed pump rotor to rotate and the vane to move by sliding along the inner surface of the casing eccentric ring Along with the rotation of the rotor the pump draws fuel from the fuel tank and discharges it to the SCV and the pumping mechanism To keep the vane pressed against the inner circumference a spring is provided inside each vane in order to minimize fuel leakage within the pump Front Cover Rear Cover Q000821E 1 26 Operation S
12. e Because there are three plungers they are positioned at intervals of 120 around the outside of the ring cam In addition the fuel delivery capacity is 1 5 times that of the HP3 e The fuel discharge quantity is controlled by the SCV the same as for the HP3 SCV Suction Control Valve Fuel Temperature Sensor Delivery Valve s i oe po hy pe 5 Plunger Suction Valve Eccentric Cam Q000850E Operation Section 1 48 2 Exploded View Br Y no Gi oy 26 AN se ENS e SS Pump Regulating Valve a A SA 20 AYou OUT 7 Pump ESO Ring Cam 00 Oo Y Camshaft D SN SL lt Ma 200 O de 3 AN amp sx A Operation Section 1 49 3 Component Part Functions Pump Unit Actuates the plunger Plunger Moves reciprocally to draw and compress fuel Suction Valve Prevents reverse flow of compressed fuel into the SCV Delivery Valve Prevents reverse flow from the rail of the fuel pumped from the plunger Fuel Temperature Sensor Detects the fuel temperature e The HP4 supply pump component parts and functions are basically the same as for the HP3 The expla nations below only cover those points on which the HP4 differs from the HP3 For other parts see the appropriate item in the explanation of the HP3 Pump Unit Eccentric Cam Ring Cam Plunger e A triangular ring cam is installed on the eccentric cam on the drive shaft and three plun
13. the discharge quantity is controlled by the timing with which the SCV is switched OFF suction quantity Crankshaft 360 CR Angle Compression TDC 1 TDC 3 TDC 4 TDC 2 Top Dead Center Cylinder Recognition Sensor Signal a 024 6 8 101214160 24 68 101214 024 68 101214160 2 4 6 8 101214 Crankshaft Position Sensor Signal Increased Suction ON ey Suction SCV 1 OFF 4 gt scus N Suin ES Suction suction OFF Quantit Delivery Valve i Discharge Horizontal A a Cam Lift NX l i a Pumping Suction Vertical 4 Cam Lift Sd Pumping Suction Pani Suction Fue F FF OFF A OFF Check Valve lt lt x H 00 O 00 Fuel gs Plunger Delivery Valve Roller p e Y a Y Gi Suction l l l l l Pumping l Start of Suction End of Suction Start of Pumping End of Pumping Q000833E Operation Section 1 33 3 3 HP3 Type 1 Construction and Characteristics e The supply pump is primarily composed of the pump unit eccentric cam ring cam two plungers the SCV suction control valve the fuel temperature sensor and the feed pump trochoid type and is actu ated at 1 1 or 1 2 the engine rotation e The two compact pump unit plungers are positioned symmetrically above and below on the outside of the ring cam e The fuel discharge quantity is controlled by the SCV the same as for the HP2 in order to reduce the ac tuating load and suppress the rise in fuel tempera
14. 2 Various Types of Fuel Injection Controls Fuel Injection Quantity Control This control replaces the function of the governor in the conventional injection pump lt achieves optimal injection quantity by effecting control in accordance with the engine speed and accelerator opening signals Fuel Injection Timing Control This control replaces the function of the timer in the conventional injection pump It achieves optimal injection timing by effecting control in accor dance with the engine speed and the injection quantity Fuel Injection Rate Control This function controls the ratio of the fuel quantity that is injected from the Pilot Injection Control orifice of the injector within a given unit of time Fuel Injection Pressure Control This control uses the rail pressure sensor to measure the fuel pressure and it feeds this data to the engine ECU in order to control the pump dis charge quantity Operation Section 1 75 3 Fuel Injection Quantity Control General Description e This control determines the fuel injection quantity by adding coolant temperature fuel temperature intake air temperature and intake air pressure corrections to the basic injection quantity The engine ECU cal culates the basic injection quantity based on the engine operating conditions and driving conditions Injection Quantity Calculation Method e The calculation consists of a comparison of the following two values 1 The basic injection quantity
15. 3 01 3 47 VPA2 lt gt EPA2 D23 gt Accelerator fully closed Input 1 55 1 65 D29 VPA2 O EPA2 D23 o Accelerator fully open Input 3 81 4 27 D29 Output VCPA lt gt EPA D26 lt e Engine stopped and ignition switch on utpu 4 5 5 5 D28 VCP2 lt gt EPA2D 27 gt Engine stopped and ignition switch on D29 Output 4 5 5 5 Pulse emis SPD o El C17 lt B7 Input When driving at approximately 20 km h sion Wave form 1 THW lt E2 A19 lt A28 sul Coolant temperature 60 to 120 C when warm TET npu 1 1 i ing up THA O E2 A31 A28 Intake air temperature 0 to 80 C when warm Input 0 5 3 5 ing up THIA o E2 A20 O A28 Intake air temperature 0 to 80 C when warm Input 0 5 3 5 ing up PCR1 lt gt E2 A26 gt A28 After warm up when the engine is at idle speed 1 3 1 8 THF lt E2 A29 lt gt A28 Ignition switch on when cold 0 5 3 4 THF lt gt E2 A29 lt gt A28 Fuel temperature 20 C 2 0 2 7 Repair Section 2 138 Input Out AN Terminal Signal i Measurement Conditions Standard V pu PCV y El A2 lt B7 Input PCV lt gt El A1 o B7 1 lt gt El A24 y B7 2 lt gt El A23 B7 3 lt gt El A22 B7 4 lt gt El A21 o B7 INJF lt gt El A25 lt B7 NE lt NE A27 lt A34 G y G B23 o B31 After warm up when the engine is at idle speed After warm up when the engine is at idle speed After warm up when the engine is at idl
16. Closed Type v When the solenoid is energized the needle valve is pressed upon in the compact SCV the cylinder is pulled upon by the armature completely opening the fuel passage and supplying fuel to the plunger Total quantity suctioned gt Total quantity discharged v When power is removed from the solenoid the return spring presses the needle valve back to the orig inal position closing the fuel passage v The solenoid ON OFF is actuated by duty ratio control Fuel is supplied in an amount corresponding to the open surface area of the passage which depends on the duty ratio and then is discharged by the plungers Conventional SCV Return Spring Needle Valve Valve Body Needle Valve External View Duty Ratio Control Cross Section Solenoid Cross Section Solenoid Q002343E Q002323E v The engine ECU outputs sawtooth wave signals with a constant frequency The value of the current is the effective average value of these signals As the effective value increases the valve opening in creases and as the effective value decreases the valve opening decreases High Suction Quantity ON Actuating Voltage Current Low Suction Quantity Average e A AAA Q000844E When the SCV Energized Duration Duty ON Time is Long Y When the energization time is long the average current flowing to the solenoid is large As a result the needle valve is pushed out in the compact SC
17. Freeze Data Era sure screen Diagnostic Trouble Code ECD Erasure a This will erase the DTC and freeze frame data Erase OK Q000916E lt ATTENTION gt e If the DTC cannot be erased cycle the ignition switch OFF and back ON and then perform code erasure again e Do not erase a DTC using the DST 2 until the cause of the malfunction is clear Repair Section 2 113 3 2 Active Test e To perform the active test follow the instructions displayed on the DST 2 to view the Active Test screen CTI cwienonardot j TC Terminal On Displays al combination meter warring dagrosisatonce High Pressure Initiates the high pressure fuel system check Approximately 2000 rpm Fuel Syste Fuel pressure 160 MPa Check Power Balance Discontinues injection to each cylinder individually 1 2 When the vehicle is Injection Dis 3 4 Not possible to discontinue injection to multiple cylin stopped and the engine is continuation running 3 3 Supply Pump Initialization Procedure REFERENCE e Perform after replacing the supply pump and or the engine ECU e If the engine is defective or stalls immediately after startup initialize the engine ECU s learned values The engine can be initialized through the intelligent tester or by short circuiting DLC3 terminals e If the engine starts normally initialization is not necessary Perform steps i and j only 1 When using intelligent tester e a Connec
18. Frequency of Occurrence Occurrence Speed O During Take Off Flat Accelerator O Normal O kmhr Ol While Cruising O Uphill Opening O Only Once O Shift Position O When Accelerating O Downhill O Occasionally O Range O When Decelerating LJ Dry Sealed road Outside Air O At Start Up O When Braking O Wet Sealed Road Temperature _ Times per Day O Directly after Start Up O When Turning O Unsealed Road or C O _ Times per Week Guestonn O Upto Minutes after Start E When Stopped Rough Road Surface Weather O Times per Month 9 lo Up to Minutes into Driving EJ No Relationship O Snow Covered or Icy Road Results C When Cold O Other Ol Potholes Manholes etc O When Warm O Other During Operation Other Additional Items DTC Check AN A Illuminated LIJNo I Yes L DTC Normal Fuel Pressure when Engine is Stopped O Abnormal DTC All Codes 1 Minute after Turning Engine OFF Malfunction Details Time of occurrence place and driving conditions during reoccurrence Inspection Results Reoccurrence o Continues to Appear Conditions L Occurs Regularly L Occurs Occasionally Parone A L Does Not Reoccur Q002316E Repair Section 2 110 2 3 Non Reoccurring Malfunctions O In cases where the malfunction does not reoccur perform the actions below to determine the cause of the malfunction Malfunction Symptom Idle Speed Fully Dis Engine Stall Engine will charged Bat
19. Hf the inputted characters are correct press Next to proceed lt Back a Caneel Q003384E lt ATTENTION gt If an incorrect injector compensation code is input into the engine ECU the engine may rattle or engine idling may become rough In addition engine failure may occur shortening engine life REFERENCE If a wrong compensation code was inputted or read return to the input value screen by pressing Input The saving process may fail due to a problem with the wiring harness or a bad connection with the DLC3 Check the wiring harness and the DLC3 connection If no problem is found with either wiring harness or connection the engine ECU may be malfunctioning Check the engine ECU and repeat this operation e m Press Next to set the compensation code to the engine ECU REFERENCE e If the setting process fails the compensation code may be incorrect Check the compensation code again e If the attempted compensation code is correct a problem with the wiring harness or a bad connection with the DLC3 may have caused the failure Check the wiring harness and the DLC3 connection If no problem is found with either the wiring harness or connection the engine ECU may be malfunctioning Check the engine ECU and restart this operation Repair Section 2 120 e n To continue with other compensation code registrations press Next To finish the registration press Cancel Engine Utility injector
20. Pilot Injection Timing Pilot Interval v Pilot injection timing is controlled by adding a pilot interval value to the main injection The pilot interval is calculated based on the final injection quantity engine speed coolant temperature atmospheric temperature and atmospheric pressure map correction The pilot interval at the time the engine is started is calculated from the coolant temperature and engine speed 4 E E 5 5 E aa Z em 0 lt A 2 Pilot iniergal MA Basic Injection k mining Engine Speed Engine Speed 1 Outline of Injection Timing Control Timing O 4 Actual Top Dead Center Eung l Enae Eci ij OL UL LLL l Pilot Injection y m yr Main Injection Pulse Injector Solenoid Valve ny Control Pulse Nozzle Needle lift Lift Pilot Injection Timing Main Injection Timing Pilot Interval 2 Injection Timing Calculation Method Injection Timing Engine Speed gt Basic Injection gt dl Timing N Injection antity gt opon ani Pilot Injection Timing Battery Voltage Correction Intake Air Pressure Correction Intake Air Temperature Correction Atmospheric Pressure Correction Coolant Temperature Correction Q000896E Operation Section 1 81 Split Injection v The purpose of split injection is to improve the startability of a cold engine Before the conventional main injection takes place this function injects two or more extremely small injections of fu
21. Sputtering not Start tery Poor Accel eration Verify that there is no DTC stored in the memory Verify that there is no DTC stored in the memory No Ys Ys Use the questionnaire as a basis to perform a reoccurrence test in Reoccurrence mode Use this data engine ECU volt age value etc to determine the cause of the malfunction Q002317 Assume that an electrical system wiring harness or connector is the cause of the malfunction Shake the wir ing by hand to check whether a malfunction occurs and a DTC is generated Assume that an electrical system female connector terminal is the cause of the malfunction and verify that the connection points are not defective Recommended Tool KOWA Precision Handling Insert the male terminal that Feeler Gauge Set KLM 10 20 Depending on the terminal a matching size may not be available resistance value lt ATTENTION gt matches the shape of the female terminal and check for looseness Q002318 Use a dryer to heat the accelerator pedal position sensor and other electronic components Check for changes in the voltage value e Do not exceed 60xC still touchable by hand when heating e Do not remove the component cases and add heat directly to electronic parts Verify whether malfunction symptoms occur under heavy engine loads headlights A C wiper etc switches ON Repair Section 2 111 Malfunction Symptom Idle Speed l Fu
22. System Components 1 10 Operation Section EGR Valve Intake Air Pressure Sensor Engine ECU pen Accelerator Position Sensor ST Injector Rail Pressure Sensor a lt lt e i uf See Intake Air Temperature lt Coolant Temperature S Sensor Sensor A EDU Electronic Driving Unit Crankshaft Position Sensor Engine Speed Sensor Eng p Rail Supply Pump Cylinder Recognition Sensor TDC G Sensor Q000758E Mounting Diagram of Main System Components Operation Section Various Sensors AE Rail Rail Pressure Sensor Pressure Limiter Regulating Valve Fuel Filter Delivery Valve Suction Check Valve Feed Pump Plunger Inner Cam Flow of Injection Fuel Flow of Leak Fuel Fuel Tank Overall System Flow Fuel Q000926E Operation Section 1 12 3 HP3 Type HP4 Type HP3 Type e This system uses an HP3 type supply pump that is compact lightweight and provides higher pressure It is mostly mounted in passenger cars and small trucks HP4 Type e This system is basically the same as the HP3 type however it uses the HP4 type supply pump which has an increased pumping quantity to handle larger engines This system is mostly mounted in medium size trucks Q000759E Exterior View of Main System Components Operation Section 1 13 Throttle Body Intake Air Engine ECU ae EGR Valve E VRV for EGR Sensor DLC3 Co
23. Va Intake Air A ANN on E Ti Temperature Airflow Meter with Intake Air Temperature Sensor E VRV for EGR To Fuel Tank lt i Intake Air Fuel Temperature Sensor HPO W W A EGR Shut Off VSV 7 Cylinder Recognition Sensor OZN TDC G Sensor HP2 3 4 Crankshaft Position Sensor Jia ET a Sensor Engine Speed Sensor Supply Pump pcy TDC G Sensor Fuel Temperature Sensor Fuel Temperature Sensor Se D HP3 Q000874E Operation Section 1 67 6 2 Engine ECU Electronic Control Unit e The engine ECU constantly ascertains the status of the engine through signals from the sensors calculates fuel injection quantities etc appropriate to the conditions actuates the actuators and controls to keep the engine in an optimal state The injectors are actuated by either the EDU or the charge circuit in the engine ECU This actuation circuit depends on the specifications of the model it is mounted in The ECU also has a diagnosis function for recording system troubles Cylinder Recognition Sensor Y TDC G Sensor Crankshaft Position Sensor Engine Speed Sensor gt ay Supply Pump PCV HPO SCV HP2 HP3 HP4 Engine ECU Accelerator Position Sensor A Q000875E Operation Section 1 68 6 3 EDU Electronic Driving Unit 1 General Description e An EDU is provided to enable high speed actuation of the injectors The EDU has a high voltage g
24. When not using intelligent tester e a Using STT connect the terminals TC and CG of the DLC3 STT 09843 18040 e b Turn the ignition switch ON e c Wait three minutes e d Turn the ignition switch off e Remove the connection from terminals TC and CG e f Start the engine If the engine cannot be started repeat the initialization procedures from the beginning e g Idle the engine for at least one minute under the following conditions Water temperature is 60 C 140 F or more Fuel temperature is 20 C 68 F or more lt ATTENTION gt e Do not race the engine immediately after e After idling the engine racing is acceptable REFERENCE e Water temperature can be estimated by touching the outlet hose e Fuel temperature can be estimated by using the ambient temperature as a substitute e h Initialization is complete Repair Section 2 116 3 4 Injector ID Code Registration 1 After replacing an injector input the injector compensation code into the engine ECU as follows lt ATTENTION gt e When an injector is replaced input the injector compensation code into the engine ECU When the engine ECU is changed input all of the existing injector compensation codes into the new engine ECU e Injector compensation codes are unique 30 digit alphanumeric values printed on the head portion of each injector If an incorrect injector compensation code is input into the engie ECU the engine m
25. electrical resistance of the hot wire varies with the temperature this characteristic is utilized to measure the intake air quantity The mass airflow meter also has a built in in take air temperature sensor thermistor type and detects the intake air temperature atmospheric tem perature Intake Air Temperature Temperature Sensor Resistance Characteristic TR Intake Air TT Temperature Sensor Resistance Temperature C F Q000882E 5 Coolant Temperature Sensor e The coolant temperature sensor is installed on the cylinder block and detects the coolant temperature This sensor is a thermistor type Coolant Temperature Water Temperature Sensor Resistance Characteristic Thermistor 0 2 q gt O Cc 2 ip as Coolant Temperature Q000883E Operation Section 1 73 6 Fuel Temperature Sensor e This is a thermistor type sensor that detects the fuel temperature In the HP2 HP3 and HP4 systems this sensor is installed on the supply pump unit but in the HPO system it is installed on a leak pipe from an injector Resistance Temperature Characteristic Thermistor Resistance Value Temperature Q000848E 7 Intake Air Temperature Sensor and Atmospheric Pressure Sensor e This sensor is a semiconductor type sensor lt measures pressure utilizing the piezoelectric effect that when the pressure on the silicon element in the sensor changes its electrical resi
26. engine rotation e The pumping mechanism consists of an inner cam and a plunger and forms a tandem configuration in which two systems are arranged axially This makes the supply pump compact and reduces the peak torque e The quantity of fuel discharged to the rail is controlled by the fuel suction quantity using SCV Suction Control Valve control In order to control the discharge quantity with the suction quantity excess pumping operations are eliminated reducing the actuation load and suppressing the rise in fuel temperature Fuel Temperature Sensor Delivery Valve Overflow SCV Fuel Suction From Fuel Tank Suction Control Valve Regulating Valve Feed Pump Check Valve Roller Plunger Inner Cam Q000818E Operation Section 1 23 2 Supply Pump Actuating Torque e Because the pumping mechanism is a tandem configuration its peak actuating torque is one half that of a single pump with the same discharge capacity o Single Type Tandem Type Pumping E E l Feed Composition Pumping Solid Line Plunger 1 Broken Line Plunger 2 Torque Pattern A oc D o 3 A a D 5 ar O re Torque Oil Pumping Rate Q000819E Operation Section 1 24 3 Exploded View Regulating Valve Fuel Temperature Sensor 1 Ge 0 0 MIE OLD n 4 Camshaft Inner Cam S Roller Pump Body i Re 0 Feed Pump Lc O Shoe IS 1 i S Sa GB 1 No amp
27. for PM combustion based on the signals from this sensor The sensor element is a thermistor Thermistor Element Resistance Value Q Exhaust Gas Temperature C connovoe Differential Pressure Sensor e The differential pressure sensor detects the difference in pressure at the front and rear of the DPF and outputs a signal to the engine ECU The sensor portion is a semiconductor type pressure sensor that uti lizes the piezoelectric effect through a silicon element and amplifies and outputs the voltage with its IC circuit When PM is collected and accumulated in the DPF the filter clogs and the difference in pressure at the front and rear of the DPF increases Therefore based on the signals from this sensor the engine ECU judges whether or not to subject PM to combustion processing Ve Output Voltage 2 Pressure kPa Q000910E Operation Section 1 91 4 Operation e By optimizing the injection pattern and controlling the exhaust gas temperature based on the exhaust gas temperature and the difference in pressure at the front and rear of the DPF PM is collected oxidized and self combusted When the exhaust temperature is low adding after injection after the main injection rais es the exhaust gas temperature to approximately 250 C and promotes oxidation of the PM When the PM is collected and accumulated the post injection is added and HC is added to the catalyst to raise the catalyst tem
28. function is used to set the compensation code for the new Injector assembly or the injectors to the engine ECU when replacing the injector assembly or the injoctors Press Next to proceed Next gt Cancel Q003378E e x Press Next again to proceed Engine Utility Injector Compensation lt NOTICE gt This function must not be operated without referring the service manual Press Next to proceed lt Back New gt Cancel Q003379E e y Select Set Compensation Code e Z Press Next Engine Utility Injector Compensation Select a fumection hen press Next to proceed Set Comoensation Code O Read Compensation Code lt Back Next gt Cancel CAAA e aa Select the number of the cylinder corresponding to the injector compensation code to be read Q003380E Repair Section 2 126 e ab Press Next Engine Utility injector Compensation i Selected function Select a cylinder then press Next to proceed Cylinder No 1 O Cylinder No 2 O Cylinder No 3 O Cylinder Nod lt Back Next gt Cancel Q003381E e ac Check that the compensation code displayed on the screen is correct through comparison with the 30 digit alohanumeric value on the head of the injector Engine Utility Injector Compensation __ Selected cylinder Input the code of 30 characters printed on the injector Fater to the service maunal
29. lt El A8 o B7 Input When at idle speed sion Wave form 10 RTHW lt gt E2 D20 O B8 Input Radiator water temperature 20 to 80 C 0 5 4 5 FAN O El A13 O B7 Output When the electric fan sub side is operating Pulse emis RFC O El A12 o B7 Output When the electric fan is operating sion Wave form 11 Pulse emis RFC2 o El A11 o B7 Output When the electric fan is operating sion Wave form 11 Repair Section 2 140 Input Out Terminal Signal i Measurement Conditions Standard V pu Pulse emis THWO lt gt El D2 B7 When at idle speed sion Wave form 12 C21 1 tion switch was turned off C23 tion switch was turned off Stop light switch is off light Stop light switch is off is off 7 TEA 14 El lt Body Ground a Ground Normal continuity test lt gt Body Ground 5 Q or less E2 lt gt Body Ground A28 Continuity Ground Normal continuity test lt gt Body Ground 5 Q or less E01 lt gt Body Ground A o Continuity Ground Normal continuity test lt Body Ground 5 Q or less E02 lt gt Body Ground A6 o Continuity Ground Normal continuity test lt Body Ground 5 Q or less EOM lt gt Body Ground Continuity Ground Normal continuity test D16 lt gt Body Ground 5 Q or less EC lt Body Ground Continuity Ground Normal continuity test lt Body Ground 5 Q or less Connector A Connector B Connector C Connector D i
30. occurs leaving carbon behind Black smoke occurs when the injected fuel quantity is too large or when the air fuel mixture is rich due to an insufficient quantity of air Source of Black Smoke Large Fuel Injection Quantity Air fuel mixture becomes rich Low Intake Air Quantity Air quantity is insufficient due to air filter clogging Poor Fuel Atomization The ratio of fuel to air worsens Retarded Fuel Injection Timing Air fuel mixing time is insufficient 1 2 Troubleshooting Troubleshooting cautions O Always observe the following attention points to avoid decreased engine performance and fuel injector mal functions e Use the designated fuel e Do not allow water or foreign materials to enter the fuel tank e Periodically check and clean the filters e Do not unnecessarily disassemble sealed components Repair Section 2 106 Troubleshooting notes The cause of malfunctions is not necessarily limited to the pump itself but may also be related to the engine and or fuel systems Further the majority of malfunctions are the result of user error and often can often be resolved through simple checks and maintenance Avoid any hasty removal of system components Basic Check Items Engine Oil Fuel Sed to the Pump Fleet o rjecior econ Sas El Fan Belt Belt 9 Supply Pump Timing Mark Pump Timing Supply Pump Timing Mark Check for Loose or Disconnected Connectors Air Cleaner and Modifications El 5 Battery and Ter
31. period of each wave shortens Repair Section 2 142 e d Waveform 4 Injector feedback signal Item Description Measurement Ngee Ef Terminals Instrument ov DIV 1ms DIV Setting Ground Conditions After warm up when the engine is at idle speed Q002699E REFERENCE As engine rotational speed increases the wave period shortens e Waveform 5 Engine rotational speed signal NE TDC Ground Description Measurement CH1 Terminals CH2 NE lt NE G G Instrument e Ground Setting 5V DIV 20ms DIV Conditions After warm up when the engine is at idle speed Q002700E REFERENCE e As engine rotational speed increases the amplitude of each wave increases e As engine rotational speed increases the wave period shortens e f Waveform 6 EGR valve actuation signal Measurement EGR lt Ej Terminals Instrument Setting 9V DIV 500 us DIV EGR on after warm up and engine Ground rotationalspeed is maintained at 1500 rpm Conditions Q002701E Repair Section 2 143 e g Waveform 7 Diesel throttle actuation signal Item Description Measurement LUSL Ef Terminals Instrument 4m Ground Setting 1V DIV 2ms DIV Conditions When at idle speed ZAREE EEKE Q002702E e h Waveform 8 Engine rotational speed signal tachometer input Item Description Measurement Ground Terminals TACE E Instrument Setting 5V DIV 20m
32. reading process may fail due to a problem with the wiring harness or a bad connection with the DLC3 Check the wiring harness and the DLC3 connection If no problem is found with either the wiring harness or connction the engine ECU may be malfunctioning Check the engine ECU and restart this operation e k Check that the injector compensation code 30 digit alphanumeric value is displayed on the tester screen Repair Section 2 123 e Press Save Engine Utility Injector Compensation Selected cylinder 1020004722A6C380901010148E000 Save Press Next to read the compensation code of another cylinder or press Cancel to exit this function Next gt Cancel Utility Q003387E e m Check that the compensation code displayed on the tester screen Is correct e n Press Save or Replace to save the injector compensation code Oylinder Number Date Cylinder Number Date soloctad cylinder 2 19 PM ovoz selected cylinder 2 19PM ovo 1020004722460 438090101014BE000 102D004722A6CA300901010148 000 The code of selected cylinder already exists D went this code giiia sepias Do you want to replace it Sava Canen Replace Cancel When no injection compensation code When another injector compensation for the cylinder exists in the tester code for the cylinder exists in the tester Q003388E REFERENCE e The existing compensation code is overwritten
33. replace the supply pump and drive circuit Repair Section 2 154 7 Rough idle Description Idle speed fluctuates causing the engine to vibrate Possible Cause e Engine cooling system e Crankshaft position sensor e Engine e Supply pump e Injector Clogged air cleaner element 1 Check parts that may be a source of abnor mal engine vibration 2 Check each injector Refer to the injector Repair the engine Repair or replace the injector and or the G Z Z z z check procedure issued by the vehicle corresponding circuit Repair the engine cooling system Repair or replace the crankshaft position manufacturer 3 Verify that the engine is not overheated 4 Check the crankshaft position sensor G J Refer to the crankshaft position sensor sensor and or the corresponding circuit check procedure issued by the vehicle manufacturer 5 Check the supply pump and the supply Repair or replace the supply pump and G z pump drive circuit Refer to the supply drive circuit pump drive circuit diagram issued by the vehicle manufacturer Troubleshooting complete Repair Section 2 155 8 The engine stalls when decelerating The engine suddenly stops when decelerating Possible Cause e Engine cooling system e Crankshaft position sensor Engine ECU power supply circuit supply pump Injector Start signal circuit Clogged air cleaner element V
34. the DTCs from memory e Starting the Engine Select the check mode and start the engine e Malfunctioning system check 1 While the engine is running at idle shake the wiring harness and connec tors of the system that output the malfunction during the diagnosis check mode inspection e Malfunctioning system check 2 If the MIL Malfunction Indicator Light illuminates when the wiring har ness and connectors are shaken there is a poor contact in the wiring harness or connectors in that area 8 3 Diagnosis Inspection Using The MIL Malfunction Indicator Light O Before reading a DTC turn the ignition switch ON to make sure the MIL Malfunction Indicator Light illumi nates O Inspections in the check mode cannot be performed Operation Section 1 97 1 Reading DTCs Short circuiting the connector e Using the STT short circuit between DLC1 terminals 8 TE1 and 3 E1 or between DLC3 terminals 13 TC and 4 CG Q000917E lt ATTENTION gt Never connect the wrong terminals of the connectors as this will lead to a malfunction Reading DTCs 1 e Turn the ignition switch ON and count the number of times the MIL Malfunction Indicator Light blinks Normal Operation 0 26sec 0 26sec Repeat OFF l Malfunction Ll bee Indicator Light Jump Terminals TE1 and TC Malfunction Codes 12 and 23 are output 0 52sec 1 5sec 2 5sec 1 5sec 4 5sec Repeat Thereafter ON OFF j 0 52sec 1 E 0 52sec
35. the EGR volume when the EGR valve is fully open the vacuum in the intake manifold can be increased by reducing the throttle valve opening which restricts the flow of the intake air Noise and Exhaust Gas Reduction e When the engine is being started the throttle valve opens fully to reduce the emissions of white and black smoke e When the engine is being stopped the throttle valve closes fully to reduce vibration and noise e During normal driving the throttle valve opening is controlled in accordance with the engine conditions coolant temperature and atmospheric pressure Stepping Motor Throttle Valve Q000905E Operation Section 1 88 7 4 Exhaust Gas Control System 1 General Description e The exhaust gas control system is provided to improve warm up and heater performance This system actuates the exhaust gas control valve VSV which is attached to the exhaust manifold It increases the exhaust pressure to increase the exhaust temperature and engine load in order to improve warm up and heater performance Vacuum Pump Exhaust Gas Control Valve Turbo Pressure Mass Airflow Meter Sensor Cylinder Coolant Temperature Recognition Sensor Sensor TDC G Sensor Exhaust Gas EN EGR Valve Position Accelerator Control Valve Sensor Position Sensor Warm Up Switch Atmospheric Pressure Sensor Q000906E 2 Operation e The exhaust gas control system operates when the warm up switch is ON and a
36. the battery minus terminal lt ATTENTION gt Wrap electrical system wiring in vinyl tape to prevent short cir cuits e Rotate the starter to discharge for eign matter from inside the cylinders f Insert the attachment into the glow plug hole g Insert the compression gauge into the attachment h Rotate the starter and then measure compression pe Q002708 lt ATTENTION gt Use a completely charged bat tery to maintain engine rotational speed at 250 rpm or higher e Remove the cable from the battery minus terminal e j Repeat the above steps b c and d Standard value 2 7 MPa at least 27 5 kgf Check and or repair the engine cm 250 rpm Limit 2 2 MPa at least 22 5 kgf cm 250 rpm Difference between cylinders limit 0 5 MPa 5 0 kgf cm Repair Section 2 162 Wiring Harness and Connector EDU Check e a Disconnect the EDU 8 pin connector A black and the injector assembly connector for each cylinder b Use the DST 2 to check continuity between the EDU vehicle side connec tor and the injector side connector for each cylinder Injector Driver INJ1 Injector Assembl do COM2 J y INJ3 INJ4 COM1 Q002709E Malfunction Standard Open Circuit Repair and or replace the wiring harnesses Measurement Terminals Terminal Names or connectors l l Standar d Injector Drive Injector Assembly A3 INJ4 TION lt gt 1 a Q002718
37. with the new compensation code and is deleted from the tester e The saving process may fail due to a problem with the wiring harness or a bad connection with the DLC3 Check the wiring harness and the DLC3 connection If no problem is found with either the wiring harness or connection the engine ECU may be malfunctioning Check the engine ECU and restart this operation Repair Section 2 124 e o To save other injector compensation codes for other cylinders press Next To finish this operation press Can cel e p Turn the ignition switch off e q Turn the tester off e r Replace the engine ECU Engine i Utility Injector Compensation Selected cylinder 1020004722A6CA38090101014BE000 Save Press Newt to read the compensation code of another cylinder or press Cancel to exit this function Next gt canoa A ai Utility e s Connect the intelligent tester to the DLC3 e t Turn the ignition switch on e u Turn the tester on lt ATTENTION gt Do not start the engine REFERENCE The injector compensation code is imprinted on the head of each injector Example Injector Compensation Code E200 E309 i 10000 0000 10000 97 Q003387E Q003356E e v Enter the menu options in this order Power train Engine Utility Injector Compensation Repair Section 2 125 e w Press Next Engine Utility Injector Compensation This
38. 0 40 008ere0 sh aoe ed ede atad ie Gad seeds ede eeduh ees 1 67 EDU Electroni Diving UNI Custo dl epi do dl Dott eae my Deb e eae oboe Sao ew SS la deca wet dee 1 68 Vanos Sensor ecru ee ee Vat td pie ee te eee ee eee and tea ane 1 69 7 CONTROL SYSTEM 7 1 7 2 7 3 7 4 7 5 7 6 Fuel Injecion COMMON cria bl ad ad ee a a ee 1 74 E EGR System Electric Exhaust Gas Recirculation 0 0 0 0 0c cc eee eens 1 85 Electronically Controlled Throttle Not Made By DENSO 0 0 0 0 eee 1 87 Exhaust Gas Control SyStenii v 4 2 ave ou be A SE A DSHS OE EROS ee ee 1 88 DPF System Diesel Particulate Filter 0 0 0 eee teen es 1 89 DPNR SYSTEM DIESEL PARTICULATE NOx REDUCTION 0 00 02 00 o 1 94 Table of Contents 8 DIAGNOSIS 8 1 Outline Of The Diagnostic FUNCION 0 2 25 e suka correa Gene e Se eee eee oe 1 95 8 2 Diagnosis Inspection Using DST 1 uri it ii dd Soe a be ew 1 95 8 3 Diagnosis Inspection Using The MIL Malfunction Indicator Light o oooooooooo o 1 96 84 Throttle Body FUNCION INSPECCIONES a 1 98 9 END OF VOLUME MATERIALS 9 1 Particulate Matter PM iio it dt A AAA a eee ora ee ii 1 100 9 2 Common Rail Type Fuel Injection System Development History And The World s Manufacturers 1 100 9 3 Higher Injection Pressure Optimized Injection Rates Higher Injection Timing Control Precision Higher Injection Quantity Control Precision1 101 9 4 Image Of Combustion Chamber Interi
39. 005 2007 2008 bt 2005 2007 2008 Q000989E Operation Section 1 2 1 2 Demands On Fuel Injection System e in order to address the various demands that are imposed on diesel vehicles the fuel injection system in cluding the injection pump and nozzles plays a significant role because it directly affects the performance of the engine and the vehicle Some of the demands are higher injection pressure optimized injection rate higher precision of injection timing control and higher precision of injection quantity control REFERENCE For further information on higher injection pressure optimized injection rate higher precision of injection timing control and higher precision of injection quantity control see the material at the end of this docu ment Operation Section 1 3 1 3 Types Of And Transitions In ECD ELECTRONICALLY CONTROLLED DIESEL Systems e ECD systems include the ECD V series V3 V4 and V5 which implements electronic control through dis tributed pumps VE type pumps and common rail systems made up of a supply pump rail and injectors Types are the ECD V3 and V5 for passenger cars and RVs the ECD V4 that can also support small trucks common rail systems for trucks and common rail systems for passenger cars and RVs In addition there are 2nd generation common rail systems that support both large vehicle and passenger car applications The chart below shows the characteristics of these systems
40. 1 Read the Coolant Temperature Output Voltage value using the DST 2 data monitor 2 Measure the voltage directly from the corresponding ECU terminal If 1 is unsatisfactory and 2 is satisfactory the connector connection is judged as faulty Since some malfunctions only occur intermittently measure voltage while pulling and shaking the wires in order to try to get the malfunction to reoccur Voltage Measurement No 2 34P No 5 31P Q002334E Repair Section 2 137 4 4 Engine ECU Input Output Signal Check Method e The following describes the method to check engine ECU input and output signals The TOYOTA HIACE and REGIUS ACE are used as examples 1 ECU terminal positions and standard values e The standard values for each terminal are listed below Input Out K Terminal Signal i Measurement Conditions Standard V pu When open to atmosphere When atmospheric PIM O E2 B28 lt gt A28 Input l 2 4 3 1 pressure is 101 3 kPa On level ground and 70 kPa of vacuum when PIM lt gt E2 B28 lt A28 Input an absolute pressure of 170 kPa is being 3 7 4 3 applied VPA lt gt EPA D22 lt gt D28 Input Accelerator fully closed 0 75 0 85 VPA lt gt EPA D22 D28 Accelerator fully open
41. Compensation Injector Compensation is complete Presa Next to set the other cylinder or press Cancel to exit this function Utility Q003385E e o Turn the ignition switch off and then turn the tester off Next turn the tester off and then turn the ignition switch off e p Wait for at least 30 seconds e q Turn the ignition switch on and then turn the tester on e r Clear DIC P1601 89 stored in the engine ECU using the tester 2 After replacing the engine ECU input all injector compensation codes into the new en gine ECU as follws lt ATTENTION gt e When an injector is replaced input the injector compensation code injector into the engine ECU When the engine ECU is changed input all of the existing compensation codes into the new engine ECU e Injector compensation codes are unique 30 digit alphanumeric values printed on the head of each injector If an incorrect injector compensation code is input into the engine ECU the engine may rattle or engine idling may become rough In addition engine failure may occur shortening engine life REFERENCE The following operation is available with engine ECUs that can transmit the registered injector compensa tion codes to the intelligent tester e a Connect the intelligent tester to the DLC3 e b Turn the ignition switch on Repair Section 2 121 e c Turn the tester on lt ATTENTION gt Do not start the engine REFERENCE The i
42. Crushed around bands over bending Y Pinched or crushed by other parts e Check for air introduction through con nection points Aa Looseness v Hose deterioration Check by hand visually that there is no rubber hard ening splitting lt ATTENTION gt Be cautious when vacuum pres sure is present as air will be drawn into the hose Check that the oil level has not increased engine internal leaks e Check that the oil quantity has not increased on the oil level gauge Check for engine external fuel leaks such as from the high pressure piping and CRS components such as the injectors supply pump and rail Refer to 2 Fuel leak check e Connect the DST 2 to the diagnostic connector Initiate the High Pressure Fuel System Check within the active test e Visually check and specify areas leak ing fuel lt ATTENTION gt In the event of a large fuel leak downstream of the flow damper be aware that fuel flow will stop and the leak will cease due to flow damper operation Repair or replace the hoses Check the engine Restore leaking sections of the high pres sure piping and replace any leaking com ponents Repair Section 2 131 Bleed air from the fuel gt Complete 1 Fuel pressure test procedure e Connect the DST 2 to the vehicle side test connector a With the vehicle idling verify the rail pressure displayed on the DST 2 System selection screen Rail ECU Data Monit
43. DC pulsar depends on the specifications of the vehicle the sensor is mounted in Sensor Mounting Position Reference Cylinder Recognition Sensor Pulsar TDC G Sensor Gearless Section oN For MPU For MRE Type Type Engine Speed Pulsar TDC G Pulsar Crankshaft Position Sensor Engine Speed Sensor External View of Sensor NE Shielded A gl rs GB TDC G TDC G Ire E MPU Type MRE Type Crankshaft Position Sensor Cylinder Recognition Sensor Engine Speed Sensor TDC G Sensor Pulse Chart Reference 360 CA Engine Speed HN MINIMA a AJ P J J Q000878E Operation Section 1 71 2 Accelerator Position Sensor e The accelerator position sensor converts the accelerator opening into an electric signal and outputs it to the engine ECU There are two types of accelerator position sensor the hall element type and the contact type In addition to provide backup in the event of breakdown there are two systems and the output volt age Is offset Hall Element Type v This sensor uses a hall element to generate voltage from change in the direction of the magnetic field A magnet is installed on the shaft that rotates linked with the accelerator pedal and the rotation of this shaft changes the magnetic field of the Hall element The voltage generated by this change in the mag netic field is amplified by an amplifier and input to the engine ECU Amplifier No 1 Magnets Pair
44. DU In this case there is no EDU Actuators O Operate to provide optimal injection quantity and injection timing in accordance with the signals received from the engine ECU Engine Speed Sensor Supply Pump TDC G Sensor SCV Suction Control Valve Y gt fa E Accelerator Position Sensor Injector Engine ECU EE Y a Diagnosis Q000754E Operation Section 2 COMMON RAIL SYSTEM OUTLINE 2 1 Layout of Main Components e Common rail systems are mainly made up of the supply pump rail and injectors There are the following types according to the supply pump used 1 HPO Type e This system is the first common rail system that DENSO commercialized It uses an HPO type supply pump and is mounted in large trucks and large buses Q000755E Exterior View of Main System Components Operation Section Accelerator Position Sensor Q Rail 4 Rail Pressure Sensor Fuel Temperature HA Sensor Injector Engine ECU Coolant Temperature T PCV Pump Control Valve Sensor Supply Pump DI ome Recognition Sensor N TDC G Sensor UA Crankshaft Position Sensor Engine Speed Sensor Q000756E Configuration of Main System Components Example of HPO 2 HP2 Type e This system uses a type of HP2 supply pump that has been made lighter and more compact and is the common rail system for passenger cars and RVs instead of the ECD V3 Q000757E Exterior View of Main
45. E Malfunction Standard Short Circuit Measurement Terminals Terminal Names Injector Driver or Injector Assembly Standard lt gt Other Terminal and Body Ground A4 INJ1 1 or 2 1 S Other Terminal and Body Ground NO ORURU A2 INJ2 2 or 2 2 lt gt 2 Other Terminal and Body Ground On A1 INJ3 3 or 2 3 lt N inuit Other Terminal and Body Ground Ne A3 INJ4 4 or 2 4 lt ee Other Terminal and Body Ground eeu Q002719E Repair Section 2 163 Coolant Temperature Sensor Check Use a circuit tester to measure the voltage between the engine ECU connector termi nals Standard Value Proceed to step 9 NE Sensor Check Measurement Terminals Measurement Terminal Names Conditions Coolant temperature A19 THW A28 E2 4 to 30 C when cold Coolant Temperature Sensor Unit Check Replace the coolant temperature sensor Use a circuit tester to measure the resis tance between terminals Standard value 2 0 to 2 8 kQ when cool ant temperature is approximately 20 C Repair and or replace the wiring harnesses or connectors Repair Section 2 164 NE Sensor Check The DST 2 oscilloscope function can be used to initiate a function check between the engine ECU and the NE sensor e a Connect the DST 2 between engine ECU connectors A27 NE and A34 Q002711 e b Set the DST 2 oscilloscope function e c Use the DST 2 to check the wave forms between terminals Ground Ho
46. Jump Terminals TE1 and TC Q000918E REFERENCE If the MIL Malfunction Indicator Light does not output a code the light does not blink there may be an open circuit in the TC terminal system or a failure in the engine ECU If the malfunction indicator light is constantly ON there may be a short pinching in the wiring harness or a failure in the engine ECU If meaningless DTCs are output there may be a malfunction in the engine ECU If the MIL Malfunction Indicator Light illuminates without outputting a DTC while the engine operates at a minimum speed of 1000rpm turn the ignition switch OFF once then resume the inspection Operation Section 1 98 Reading DTCs 2 e If an abnormal DTC has been output check it against the DTC list Erasing DTCs from memory e Remove the ECD fuse 15A after 15 seconds have elapsed re install the fuse Engine Compartment Relay Block ECD Fuse 15A COMO 4 SODA Q000919E lt ATTENTION gt After completing the inspection of the ECD system erase the DTC memory and make sure the nor mal code is output 8 4 Throttle Body Function Inspection lt ATTENTION gt e Be sure to inspect the function of the throttle body after it has been disassembled and reassem bled or after any of its components have been removed and reinstalled e Verifying Throttle Motor Verify that the motor generates an operating sound when the ignition switch is turned ON Also verify th
47. Light Malfunction Indicator Lamp am La Differential Pressure Sensorwitch Exhaust Gas Purification Device Switch A Exhaust Gas Recirculation EGR Valve Exhaust Control Valve Exhaust Gas Temperature Sensor Aa a nan q p naust Gas Temperature Sensor HATH HUL H lt gt lt DPR Cleaner Unit gt Q002668E e Under regenerative operation Hydro Carbon HC is added to the catalyst by the post injection As a re sult the catalyst temperature increases up to 600 C the self combustion temperature of the Particulate Matter PM At 600 C the PM accumulated in the catalyst can be quickly regenerated e The differential pressure sensor detects DPR filter clogging If the DPR filter becomes clogged regener ation initiates automatically The exhaust gas temperature sensor monitors exhaust gas temperature dur ing regeneration If the exhaust gas temperature becomes abnormally high regeneration is forcibly suspended Operation Section 1 94 7 6 DPNR SYSTEM DIESEL PARTICULATE NOx REDUCTION 1 General Description e This system reduces the emissions of PM particulate matter and NOx The DPNR catalyst mounted in the center pipe collects and regenerates PM and reduces NOx all at the same time The collected PM is handled with combustion processing during operation 2 System Configuration Exhaust Gas Cleanin Exhaust Gas Cleaning AURRI EUME Device Switch Y Device Display Lamp OA Oxidation Catal
48. P2122 Accelerator position sensor switch D circuit low input P2123 Accelerator position sensor switch D circuit high input P2125 Accelerator position sensor switch E circuit related P2127 Accelerator position sensor switch E circuit low input P2128 Accelerator position sensor switch E circuit high input P2138 Accelerator position sensor switch D E circuit voltage correlation P2226 Atmospheric pressure sensor circuit related P2228 Atmospheric pressure sensor circuit low voltage P2229 Atmospheric pressure sensor circuit high voltage Volkswagen Technical Site http vwts ru http volkswagen msk ru http vwts info OFPOMHbIN apxnB AOKYMeHTauuu no aaromobunam Volkswagen Skoda Seat Audi Published September 2007 Revised July 2008 Editing lssuing Department DENSO CORPORATION Service Department 1 1 Showa cho Kariya Aichi Prefecture Japan
49. Q000825E 1 28 Operation Section Pumping Mechanism Plunger Inner Cam Roller e The pumping mechanism is made up of the plunger inner cam and roller and it draws in the fuel dis charged by the feed pump and pumps it to the rail Because the drive shaft and the inner cam have an integral construction the rotation of the drive shaft directly becomes the rotation of the inner cam e Two plunger systems are arranged in series tandem type inside the inner cam Plunger 1 is situated horizontally and plunger 2 is situated vertically Plunger 1 and plunger 2 have their suction and compres sion strokes reversed when one is on the intake the other is discharging and each plunger discharges twice for each one rotation so for one rotation of the supply pump they discharge a total of four times to the rail Plunger 1 Plunger 2 Horizontal Gy Vertical T SZ Y oy mall att yA P lunger Length Combination Plunger 1 Medium Medium Plunger 2 Short Long Inner Cam an Cam Lift 3 4mm Roller Roller Diameter 09 e Rote Length 21mm Material Reinforced Ceramic Plunger 1 Plunger 2 Plunger 1 Start of Suction Plunger 1 Start of Pumping Plunger 2 Start of Pumping Plunger 2 Start of Suction Q000826E Operation Section 1 29 Delivery Valve e The delivery valve which contains two valve balls delivers the pressurized fuel from plungers 1 and 2 to the rail in alternati
50. Q002715E Standard Open Circuit Repair and or replace the wiring harnesses Measurement Terminals Terminal Names Sigadad or connectors Engine ECU Pc Sensor A18 VC gt 3 VC Continuity A26 PCR1 lt 2 PR Continuity A28 E2 lt 1 E2 Continuity Q 4E Standard Short Circuit Measurement Terminals Terminal Names Engine ECU or Pc Sensor lt gt Other Terminal and Body Ground A18 PCR1 or 2 PR lt gt Other Terminal and Body Ground A26 PCR1 or 3 VC lt Other Terminal and Body Ground A28 E2 or 1 E2 lt gt Other Terminal and Body Ground Q002725E 14 Engine ECU Replacement Replace the injection supply pump e a Replace the engine ECU assembly e b Register the injector assembly IDs e c Perform supply pump learning value initialization e d Check whether the malfunction has been cleared Repair Section 2 167 Complete Q002716 Standard value Approximately 1 0 Q 20 Fuel Intake System Check e a Loosen the flair nut on the supply pump high pressure pipe e b After cranking the engine check that fuel is discharged from the pipe Standard Fuel reaches the pump Check for Fuel being Delivered to the Pump e a Remove the supply pump inlet hose e b Perform priming and check whether fuel reaches the pump Standard Fuel reaches the pump Proceed to steps 7 Coolant Temperature Sen sor Check through 14 Engine ECU Replace ment Check
51. V the needle valve is pulled creating a large valve opening Subsequently the fuel suction quantity increases Conventional SCV Large Valve Opening Feed Pump Lye lt WY Needle Valve YW Y Needle Valve ri om E 0 Operation Section 1 41 SCV ie i 1 Large Opening Q002344E SCV VME e Zp a Operation Section 1 42 When the SCV Energized Duration Duty ON Time is Short v When the energization time is short the average current flowing through the solenoid is small As a result the needle valve is returned to the original position by spring force creating a small valve open ing Subsequently the fuel suction quantity decreases Conventional SCV ALP i 1 Needle Small Valve Opening Q002345E Feed Pump A Q O A r IP Py En Small Valve Opening Q002325E Operation Section 1 43 Pump Unit Eccentric Cam Ring Cam Plunger e The eccentric cam is attached to the camshaft and the ring cam is installed on the eccentric cam There are two plungers at positions symmetrical above and below the ring cam Ring Cam Camshaft Feed Pump Eccentric Cam Plunger B Q000845E e Because the rotation of the camshaft makes the eccentric cam rotate eccentrically the ring cam follows this and moves up and down and this moves the two plungers reciprocally The ring cam itself does not rotate Eccentric C
52. V the normally open type the suction valve opens when not energized and the normally closed type the suction valve is closed when not energized The operation of each type is the reverse of that of the other e In recent years a compact SCV has been developed Compared to the conventional SCV the position of the return spring and needle valve in the compact SCV are reversed For this reason operation is also reversed Normally Open Type Y When the solenoid is not energized the return spring pushes against the needle valve completely opening the fuel passage and supplying fuel to the plungers Total quantity suctioned gt Total quantity discharged Y When the solenoid is energized the armature pushes the needle valve which compresses the return spring and closes the fuel passage In contrast the needle valve in the compact SCV is pulled upon which compresses the return spring and closes the fuel passage v The solenoid ON OFF is actuated by duty ratio control Fuel is supplied in an amount corresponding to the open surface area of the passage which depends on the duty ratio and then is discharged by the plungers Conventional SCV Return Spring Solenoid Valve Body Needle Valve External View Cross Section Q002340E Compact SCV Solenoid VANG FOUY Return Spring Needle Valve External View Cross Section Q002309E Operation Section 1 37 Duty Ratio Control v The engine ECU outputs sawtooth wave sig
53. _ y d i Y Accelerator Pedal Y Amplifier No 2 N Hall Elements 2 Contact Type v The sensor uses a contact type variable resistor Since the lever moves linked with the accelerator ped gt 0 O x O gt 5 5 O OW O lt gt 50 100 Accelerator Opening Q000879E al the sensor resistance value varies with the accelerator pedal opening Therefore the voltage pass ing the sensor changes and this voltage is input to the engine ECU as the accelerator opening signal Accelerator Position Sensor Accelerator Position Sensor Output Voltage Characteristic Accelerator Position Sensor Circuit Diagram Fully Open Fully Closed Output Voltage Fully Closed Fully Open Accelerator Pedal Position Q000880E Operation Section 1 72 3 Intake Air Temperature Sensor e The intake air temperature sensor detects the temperature of the intake air after it has passed the turbo charger The sensor portion that detects the temperature contains a thermistor The thermistor which has an electrical resistance that changes with temperature is used to detect the intake air temperature Thermistor _ Temperature Resistance Characteristic Resistance Temperature Q000881E 4 Mass Airflow Meter with Built In Intake Air Temperature Sensor e The mass air flow meter is installed behind the air cleaner and detects the intake air flow mass flow This sensor is a hot wire type Since the
54. am YN Camshaft Q000846E Operation Section 1 44 Delivery Valve e The delivery valve for the HP3 has an integrated element and is made up of the check ball spring and holder When the pressure at the plunger exceeds the pressure in the rail the check ball opens to dis charge the fuel Ti E Check Ball Element EE Spring Holder Plunger Q000847E Fuel Temperature Sensor e The fuel temperature sensor is installed on the fuel intake side and utilizes the characteristics of a ther mistor in which the electric resistance changes with the temperature in order to detect the fuel tempera ture Resistance Temperature Thermistor Characteristic oO gt gt o O Cc DL 9 0 of Temperature Q000848E Operation Section 1 45 4 Supply Pump Operation Supply Pump Overall Fuel Flow e The fuel is suctioned by the feed pump from the fuel tank and sent to the SCV At this time the regulating valve adjusts the fuel pressure to below a certain level The fuel sent from the feed pump has the required discharge quantity adjusted by the SCV and enters the pump unit through the suction valve The fuel pumped by the pump unit is pumped through the delivery valve to the rail Suction Pressure Feed Pressure i High Pressure Discharge Valve Suction Valve Return Pressure Plunger Return Spring Combustion Overflow Xx S gt aaa 7 Feed Pump Camshaf
55. and or repair the glow system Replace the glow plug assembly Proceed to step 19 Intake and Exhaust system Check Check for fuel system clogging including freezing and repair Repair Section 2 168 Intake and Exhaust System Check e a Check the air filter If the filter is dirty clean with an air gun or replace with a new part b Initiate the active test to check VSV operation and EGR valve operation If the valve is normally open block the vacuum Narrow down the individual causes for the vacuum and EGR valve c Race the engine to check that the diesel throttle is operating fully opened Standard Diesel throttle is operating fully opened Proceed to steps 7 Coolant Temperature Sen sor Check through 14 Engine ECU Replace ment 20 Starter Signal Check e a Crank the engine e b Use the DST 2 line graph display to check that the STA signal changes Standard While cranking voltage increases from OV to the B voltage e C If the STA signal does not change use a circuit tester to measure the volt age between the engine ECU connec tor terminals Engine Control Computer nj a F AH Tj 4 l Proceed to steps 7 Coolant Temperature Sen sor Check through 14 Engine ECU Replace ment Check and repair malfunctioning parts Repair and or replace the wiring harnesses or connectors Repair Section 2 169 11 Knocking abnormal noise Description Abnormal combustion oc
56. at there is no interference sound 1 Erasing DTCs 1 Connect the DST 1 to the DLC3 connector cy ig Q000914 Operation Section 1 99 2 Operate in accordance with the instructions shown on Diagnostic Trouble Code ECD Erasure the screen to display the DTC check screen Select Erase DTCs to erase the DTCs This will erase the DTC and freeze frame data Erase OK 2 Inspection e Start the engine and make sure the MIL Malfunction Indicator Light does not illuminate and the engine speed is within standards when the air conditioner is turned ON and OFF after the engine has warmed up lt ATTENTION gt Make sure no electrical load is applied 3 Final Inspection e After inspecting the throttle body function drive test the vehicle to confirm that operation is normal Operation Section 1 100 9 END OF VOLUME MATERIALS 9 1 Particulate Matter PM e At high concentration levels this substance is known to affect the respiratory system It consists of soluble organic matter such as unburned oil unburned diesel fuel and other soluble organic matter in the exhaust gases and insoluble organic matter such as soot black smoke and sulfuric acid gas 9 2 Common Rail Type Fuel Injection System Development History And The World s Manufacturers e The conventional injection pump faced certain issues such as injection pressure that depended on engine speed and limits on the maximum f
57. ay rattle or engine idling may become rough In addition engine failure may occur shortening engine life e a Connect the intelligent tester to the DLC3 e b Turn the ignition switch on e c Turn the tester on lt ATTENTION gt Do not start the engine REFERENCE The injector compensation code is imprinted on the head of each injector Example f 1 r E200 E300 i 10000 0000 i RA 10000 97 E Injector 1 Compensation Code e d Enter the menu options in this order Power train Engine Utility Injector Compensation e e Press Next Q003356E Engine Utility injector Compensation This function is used to sel the compensation code for the new Injector assembly or the injectors to the engine ECU when replacing the injector assembly or the injectors Press Next to proceed Nex gt Cancel Eo Pre Q003378E Repair Section 2 117 e f Press Next again to proceed Engine Utility Injector Compensation lt NOTICE gt This function must not be operated without referring the service manuel Press Next to proceed Cons Coas Comos Q003379E e g Select Set Compensation Code e h Press Next Engime Utility Injector Compensation Selecta function then press Next to proceed Set Compensation Code O Read Compensation Code Back Next gt Cancel Q003380E e i Select the number of the cyl
58. curs and a knocking sound is generated Possible Cause e Engine e Injector e Glow control system e Crankshaft position sensor Clogged air cleaner element Repair the glow control system Refer to Repair the glow control system the glow control system check procedure issued by the vehicle manufacturer Repair or replace the crankshaft position z N Refer to the crankshaft position sensor sensor and or the corresponding circuit check procedure issued by the vehicle manufacturer i the crankshaft position sensor Repair or replace the injector and or the corresponding circuit N z 3 Check each injector Refer to the injector check procedure issued by the vehicle manufacturer 4 Check engine parts that may be a source Repair the engine sei a i f of abnormal combustion Troubleshooting complete i Repair Section 2 170 12 Poor fuel economy More fuel than normal is being consumed Possible Cause e Engine e Injector e Supply pump Clogged air cleaner element Check each injector Refer to the injector Repair or replace the injector and or the NG check procedure issued by the vehicle corresponding circuit manufacturer Check the supply pump and the supply Repair or replace the supply pump and NG pump drive circuit Refer to the supply drive circuit pump drive circuit diagram issued by the vehicle manufacturer 3 Check pa
59. d piston and the force of the nozzle spring and fuel is not injected For the X1 type the leak passage from the control chamber is shut off by the outer valve being pressed against the seat by the force of the spring and the fuel pressure within the outer valve For the X2 G2 types the control chamber outlet orifice is closed directly by the force of the spring Injection e When TWV energization starts the TWV valve is pulled up opening the leak passage from the control chamber When this leak passage opens the fuel in the control chamber leaks out and the pressure drops Because of the drop in pressure within the control chamber the pressure on the nozzle needle overcomes the force pressing down the nozzle needle is pushed up and injection starts When fuel leaks from the control chamber the flow quantity is restricted by the orifice so the nozzle opens gradually The injection rate rises as the nozzle opens As current continues to be applied to the TWV the nozzle needle eventually reaches the maximum amount of lift which results in the maximum injection rate Excess fuel is returned to the fuel tank through the path shown End of Injection e When TWV energization ends the valve descends closing the leak passage from the control chamber When the leak passage closes the fuel pressure within the control chamber instantly returns to the rail pressure the nozzle closes suddenly and injection stops Leak Passage eA Inner Actuat
60. e Q000857E 3 Flow Damper e The flow damper reduces the pressure pulsations of the fuel in the pressurized pipe and supplies fuel to the injectors at a stabilized pressure The flow damper also presents abnormal discharge of fuel by shut ting off the fuel passage in the event of excess fuel discharge for example due to fuel leaking from an injection pipe or injector Some flow dampers combine a piston and ball and some have only a piston Type Combining Piston and Ball Piston Only Type Piston Ball Piston Q000858E Operation Section 1 55 Operation of Piston and Ball Type Y When a pressure pulse occurs in a high pressure pipe the resistance of it passing through the orifice disrupts the balance between the rail side and injector side pressures so the piston and ball move to the injector side absorbing the pressure pulse With normal pressure pulses since the rail side and injector side pressures are soon balanced the piston and ball are pushed back to the rail side by the spring If there is an abnormal discharge for example due to an injector side fuel leak the amount of fuel passing through the orifice cannot be balanced out and the piston presses the ball against the seat so the passage for fuel to the injector is shut off During Pressure Pulse Absorption Fuel Cut Off Q000859E Operation of Piston Only Type v The piston contacts the seat directly and the piston shuts off the fuel passage directl
61. e canes 2 175 6 DIAGNOSIS CODES DTC 6 1 DiC CHAME AMDO eaae 530 28 ira is e AS aoe tee eee 2 177 Operation Section 1 1 1 GENERAL DESCRIPTION 1 1 Changes In Environment Surrounding The Diesel Engine e Throughout the world there is a desperate need to improve vehicle fuel economy for the purposes of pre venting global warming and reducing exhaust gas emissions that affect human health Diesel engine vehi cles are highly acclaimed in Europe due to the good fuel economy that diesel fuel offers On the other hand the nitrogen oxides NOx and particulate matter PM contained in the exhaust gas must be greatly re duced to meet exhaust gas regulations and technology is being actively developed for the sake of improved fuel economy and reduced exhaust gases 1 Demands on Diesel Vehicles e Reduce exhaust gases NOx PM carbon monoxide CO hydrocarbon HC and smoke e Improve fuel economy e Reduce noise e Improve power output and driving performance 2 Transition of Exhaust Gas Regulations Example of Large Vehicle Diesel Regulations e The EURO IV regulations take effect in Europe from 2005 and the 2004 MY regulations take effect in North America from 2004 Furthermore the EURO V regulations will take effect in Europe from 2008 and the 2007 MY regulations will take effect in North America from 2007 Through these measures PM and NOx emissions are being reduced in stages Er Er 1998 a 2004 2
62. e in the rail Mostly used with engines for passen ger cars 1 Pressure Limiter e The pressure limiter opens to release the pressure if abnormally high pressure is generated If pressure within the rail becomes abnormally high the pressure limiter operates opens It resumes operation closes after the pressure falls to a certain level Fuel released by the pressure limiter returns to the fuel tank REFERENCE The operating pressures for the pressure limiter depend on the vehicle model and are approximately 140 230MPa for the valve opening pressure and approximately 30 50MPa for the valve closing pressure Leak Pressure Limiter To Fuel Tank ADNOTI ally H NO h Pressure Valve Open Rail Pressure Q000855E Operation Section 1 54 2 Rail Pressure Sensor Pc Sensor e The rail pressure sensor Pc sensor is installed on the rail It detects the fuel pressure in the rail and sends a signal to the engine ECU This is a semi conductor sensor that uses the piezo electric effect of the electrical resistance varying when pressure is applied to a silicon element Output Common Rail Sensor Wiring Diagram T EARR Voltage Pressure Characteristic Vout Vec 5V GND Vout Output Voltage Rail Pressure Q000856E e There are also rail pressure sensors that have dual systems to provide a backup in case of breakdown The output voltage is offset E2S PR2 VCS Output Voltage 1 Rail Pressur
63. e product number which can be read at extreme ly high speeds Operation Section 1 65 Handling Injectors with QR Codes Reference v Injectors with QR codes have the engine ECU recognize and correct the injectors so when an injector or the engine ECU is replaced it is necessary to register the injector s ID code in the engine ECU Replacing the Injector v It is necessary to register the ID code of the injector that has been replaced in the engine ECU No correction resistance so no electrical recognition capability Spare Injector Engine ECU Necessary to record the injector ID codes in the Engine ECU QD1536E Replacing the Engine ECU v It is necessary to register the ID codes of all the vehicle injectors in the engine ECU No correction resistance so no electrical recognition capability EOR E A a Vehicle Side Injector Spare Engine ECU eee O O 2 O CH O A A O O wi Necessary to record the injector ID codes in the Engine ECU Q000985E 1 66 Operation Section 6 DESCRIPTION OF CONTROL SYSTEM COMPONENTS 6 1 Engine Control System Diagram Reference CA Accelerator Position Sensor Ignition Switch Signal Starter Signal Warm Up Switch Signal Vehicle Speed Signal Supply Pump Cea Circuit Pressure Discharge Valve Pressure Limiter f Flow Damper Rail Pressure Sensor P Large Vehicles E
64. e sensor and the cor Repair or replace the rail pressure sensor FE G responding circuit Refer to the rail pres and the corresponding circuit sure sensor check procedure issued by the vehicle manufacturer Check each injector Refer to the injector Repair or replace the injector and or the z G check procedure issued by the vehicle corresponding circuit manufacturer Check the engine ECU power supply Repair the engine ECU power supply G z Refer to the engine ECU power supply cir cuit diagram issued by the vehicle manu facturer Check the supply pump and the supply Repair or replace the supply pump and G z pump drive circuit Refer to the supply drive circuit pump drive circuit diagram issued by the vehicle manufacturer Troubleshooting complete Repair Section 2 173 14 White smoke Description White smoke is being exhausted Possible Cause Fuel filter Injector Supply pump EGR system Engine ECU Electronic control throttle Rail pressure sensor Clogged air cleaner element 1 Check the fuel filter 2 Check each injector Refer to the injector Replace the fuel filter Repair or replace the injector and or the G Z Z z z check procedure issued by the vehicle corresponding circuit manufacturer Check the Exhaust Gas Recirculation EGR system Refer to the EGR system check procedure issued by the vehicle Repai
65. e speed After warm up when the engine is at idle speed After warm up when the engine is at idle speed After warm up when the engine is at idle speed After warm up when the engine is at idle speed After warm up when the engine is at idle speed After warm up when the engine is at idle speed Pulse emis sion Wave form 2 Pulse emis sion Wave form 2 Pulse emis sion Wave form 3 Pulse emis sion Wave form 3 Pulse emis sion Wave form 3 Pulse emis sion Wave form 3 Pulse emis sion Wave form 4 Pulse emis sion Wave form 5 Pulse emis sion Wave form 5 EGR oO El B9 B7 Output Engine stopped and ignition switch on EGR El B9 B7 Output Output VLU O E2 B29 lt gt A28 LUSL E1 B4 B7 EGR on after warm up and engine rotational speed is maintained at 1500 rpm When at idle speed Engine stopped and ignition switch on Throttle position 70 Pulse emis sion Wave form 6 Pulse emis sion Wave form 7 3 0 4 0 EGLS gt E2 B33 lt gt A28 Ignition switch on 0 6 1 4 GREL amp E1 D15 lt B7 Output GREL amp E1 D15 B7 Output When cranking When at idle speed Over 10 minutes has elapsed since engine start 9 14 GIND E1 D14 lt gt B7 Output Ignition switch on glow indicator light on Repair Section 2 139 Input Out Terminal Signal i Measurement Conditions Standard V
66. ection Regulating Valve e The purpose of the regulating valve is to control the feed pressure fuel pumping pressure sending fuel to the pumping mechanism As the rotational movement of the pump increases and the feed pressure exceeds the pressure set at the regulating valve the valve opens by overcoming the spring force allow ing the fuel to return to the suction side Regulating Valve Suction Inlet Regulating Valve Body Regulating Valve Open Valve Pressure Characteristic Open Valve Pressure High Open Valve Pressure Low Feed Pressure Pumping Pressure Feed Pump Feed Pump Bushin Discharge Side Suction Side 9 Q000822E SCV Suction Control Valve e A solenoid type valve has been adopted The ECU controls the duration of the current applied to the SCV in order to control the quantity of fuel drawn into the pumping mechanism Because only the quantity of fuel required to achieve the target rail pressure is drawn in the actuating load of the supply pump de creases thus improving fuel economy Stopper Coil Needle Valve Q000823E Operation Section 1 27 SCV ON Y When current is applied to the coil it pulls the needle valve upward allowing fuel to be drawn into the pumping mechanism of the supply pump To Pump Pumping Mechanism From Feed Pump Q000824E SCV OFF Y When current is no longer applied to the coil the needle valve closes and stops the suction of fuel From Feed Pump
67. ed by duty ratio control The only difference from the HP3 is the shape of the pump unit Operation and control are basically the same For details on operation and control see the explanation of the HP3 Operation Section 1 52 4 RAIL DESCCRIPTION 4 1 Rail Functions and Composition e The function of the rail is to distribute fuel pressurized by the supply pump to each cylinder injector e The shape of the rail depends on the model and the component parts vary accordingly e The component parts are the rail pressure sensor Pc sensor pressure limiter and for some models a flow damper and pressure discharge valve Pressure Limiter Flow Damper Rail Pressure Sensor Pc Sensor ho Pressure Discharge Valve Pressure Limiter Rail Pressure Sensor Pc Sensor Q000854E Operation Section 1 53 4 2 Component Part Construction and Operation Stores pressurized fuel that has been pumped from the supply pump and distributes the fuel to each cylinder injector Pressure Limiter Opens the valve to release pressure if the pressure in the rail becomes abnormally high Rail Pressure Sensor Pc Sen Detects the fuel pressure in the rail sor Flow Damper Reduces the pressure pulsations of fuel in the rail If fuel flows out exces sively the damper closes the fuel passage to prevent further flow of fuel Mostly used with engines for large vehicles Pressure Discharge Valve Controls the fuel pressur
68. ed in the initial period the explosion pressure rose excessively leading to the generation of noise such as engine knocking sounds To improve this condition through pilot injection initially only the necessary and adequate quantity of fuel is injected At the same time the combustion chamber temperature is raised and main injection com bustion is assisted while working to prevent noise and vibration ConventionallInjection Q000924E Repair Section 2 104 1 DIESEL ENGINE MALFUNCTIONS AND DIAGNOSTIC METH ODS BASIC KNOWLEDGE 1 1 Combustion State and Malfunction Cause e Depending on the state of combustion in a diesel engine diesel knock as well as the color of the exhaust gas may change Subsequently the cause of engine malfunctions can be ascertained from changes in die sel knock and exhaust gas color Knocking Q002310E 1 Diesel Knock e When fuel mixed with air during the ignition lag period from the time injection begins until the fuel is ignited reaches ignition temperature the mixture is combusted in one burst The pressure in the combustion chamber at this time rises as the quantity of the air fuel mixture increases If a large amount of air fuel mixture is created during the ignition lag period the pressure in the combustion chamber will rise rapidly The pressure waves resulting from fuel ignition vi brate the cylinder walls and engine components which generates noise The generated noise is ca
69. el Pilot Injection This is the same as conventional fuel injection Before the main injection a small quantity of fuel is injected Pilot Injection Pre Injection Multi Injection y If the temperature is low when the engine starts a small quantity of fuel is injected divided over multiple injections before the main injection Q000897E Multi Injection Control Only for Some Models Y Multi injection control is when small injections up to four times are carried out before and after the main injection in accordance with the state of the main injection and engine operation This interval the time A D in the diagram below is based on the final injection quantity engine speed coolant temper ature and atmospheric pressure map correction The interval during start up is based on the coolant temperature and engine speed TDC G Pulse Injection Rate Q000898E Operation Section 1 82 6 Fuel Injection Pressure Control e The engine ECU calculates the fuel injection pressure which is determined by the final injection quantity and the engine speed The calculation is based on the coolant temperature and engine speed during start up Final Injection Quantity A Engine Speed 5 a YN 0 A X Q000899E 7 Other Injection Quantity Control Idle Speed Control ISC System Operation Section 1 83 e The idle speed control system controls the idle speed by regulating t
70. ener ation device DC DC converter and supplies high voltage to the injectors to actuate the injectors at high speed Actuation Actuation gt Check pr Q000876E 2 Operation e The high voltage generating device in the EDU converts the battery voltage into high voltage The ECU sends signals to terminals B through E of the EDU in accordance with the signals from the sensors Upon receiving these signals the EDU outputs signals to the injectors from terminals H through K At this time terminal F outputs the lJf injection verification signal to the ECU High Voltage S Generation Circuit A Control Circuit Q000877E Operation Section 1 69 6 4 Various Sensors Various Sensor Functions Sensor Functions Crankshaft Position Sensor Detects the crankshaft angle and outputs the engine speed signal meee amoa ae A Sensor Identifies the cylinders rr o rema Accelerator Position Sensor Detects the opening angle of the accelerator pedal Intake Air Temperature Sen Detects the temperature of the intake air after it has passed through the tur bocharger Mass Airflow Meter Detects the flow rate of the intake air It also contains an intake air tempera ture sensor that detects the temperature of the intake air atmospheric tem perature Coolant Temperature Sensor Detects the engine coolant temperature Fuel Temperature Sensor Detects the fuel temperature Intake Air Pressure Intake Air P
71. er rises Therefore the fuel passes through the delivery valve reverse cut off valve and is pumped to the rail Specifically the plunger lift portion after the PCV closes becomes the discharge quantity and by varying the timing for the PCV closing the end point of the plunger pre stroke the discharge quantity is varied to control the rail pressure Intake Stroke A When the cam exceeds the maximum lift the plunger enters its descent stroke and pressure in the plunger chamber decreases At this time the delivery valve closes and fuel pumping stops In addition the PCV opens because it is de energized and low pressure fuel is suctioned into the plunger chamber Specifically the system goes into state A Discharge Quantity Intake Stroke Pumping Stroke Q T0 N Pre Stroke Open Valve A N When Discharge When Discharge Quantity Increases Quantity Decreases Pump Operation aA f Pumping the Required Discharge Quantity POON x7 RRS III 2 LO PRL PCV Operation Close Valve IN Vere KY YY K3 RAR EXD From Fuel Tank Rega RS reenter PSSS RSSILS Pumping k Mechanism Plunger Q000775E Operation Section 1 22 3 2 HP2 Type 1 Construction and Characteristics e The supply pump is primarily composed of the two pumping mechanism inner cam roller two plungers systems the SCV Suction Control Valve the fuel temperature sensor and the feed pump vane type and is actuated with half the
72. erify that the engine is not overheated Repair the engine cooling system 2 Check the crankshaft position sensor Repair or replace the crankshaft position Z z z Refer to the crankshaft position sensor sensor and or the corresponding circuit check procedure issued by the vehicle manufacturer Check each injector Refer to the injector Repair or replace the injector and or the z N check procedure issued by the vehicle corresponding circuit manufacturer Verify whether there is a start signal when Repair the start signal circuit N G cranking the engine by checking the engine ECU start signal terminal Check the engine ECU power supply Repair the engine ECU power supply N z Refer to the engine ECU power supply cir cuit diagram issued by the vehicle manu facturer Check the supply pump and the supply Repair or replace the supply pump and NG pump drive circuit Refer to the supply drive circuit pump drive circuit diagram issued by the vehicle manufacturer Repair Section 2 156 Troubleshooting complete Repair Section 2 157 9 Poor engine output poor acceleration Description Deficient engine performance Possible Cause EGR system Injector Mass Air Flow MAF meter Crankshaft position sensor Accelerator position sensor Boost pressure sensor Supply pump Start signal circuit Air cleaner duct Clogged air cleaner element 1 Check fo
73. feed pump causing them to start rotating In accor dance with the space produced by the movement of the outer inner rotors the feed pump draws fuel into the suction port and pumps fuel out the discharge port Outer Rotor To Pump Chamber Suction Port EN Discharge Port Inner Rotor From Fuel Tank Q000770E Operation Section 1 18 Vane Type v The camshaft actuates the feed pump rotor and the vanes slide along the inner circumference of the eccentric ring Along with the rotation of the rotor the pump draws fuel from the fuel tank and discharg es it to the SCV and the pumping mechanism Discharge Port Q000771E PCV Pump Control Valve e The PCV Pump Control Valve regulates the fuel discharge quantity from the supply pump in order to regulate the rail pressure The fuel quantity discharged from the supply pump to the rail is determined by the timing with which the current is applied to the PCV Actuation Circuit v The diagram below shows the actuation circuit of the PCV The ignition switch turns the PCV relay ON and OFF to apply current to the PCV The ECU handles ON OFF control of the PCV Based on the signals from each sensor it determines the target discharge quantity required to provide optimum rail pressure and controls the ON OFF timing for the PCV to achieve this target discharge quantity From PCV relay To Rail PCV Relay Ignition Switch Q000772E Operation Section 1 19 Pump
74. for details 100702047DFFCA380900000148E565 input Open Hf the inputted characters are correct press Next to proceed a Nant Cancel Poe a om ome Q003384E lt ATTENTION gt If an incorrect injector compensation code is input into the engine ECU the engine may rattle or engine idling may become rough In addition engine failure may occur shortening engine life REFERENCE lf a wrong compensation code was input or read return to the input value screen by pressing Input The saving process may fail due to a problem with the wiring harness or a bad connection with the DLC3 Check the wiring harness and the DLC3 connection If no problem is found with either the wiring harness or con nection the engine ECU may be malfunctioning Check the engine ECU and repeat this operation Repair Section 2 127 e ad Press Next to set the compensation code to the engine ECU REFERENCE e If the setting fails the compensation code may be incorrect Check the compensation code again e If the attempted compensation code is correct a problem with the wiring harness or a bad connection with the DLC3 may have caused the failure Check the wiring harness and the DLC3 connection If no problem is found with either the wiring harness or connection the engine ECU may be malfunctioning Check the engine ECU and restart this operation e ae To continue with other compensation code registrations press
75. gers are installed to the ring cam at intervals of 120 Plunger Camshaft Ring Cam Q000851E Operation Section 1 50 e Because the rotation of the camshaft makes the eccentric cam rotate eccentrically the ring cam follows this and this moves the three plungers reciprocally The ring cam itself does not rotate Plunger 1 Ring Cam Plunger 2 A NINE Eccentric Cam Camshaft Camshaft Camshaft Rotate 120 Clockwise Rotate 120 Clockwise i e End of Pumping Camshaft Rotate 120 Clockwise End of Pumping D000852E Operation Section 1 51 4 Supply Pump Operation Supply Pump Overall Fuel Flow e The fuel is suctioned by the feed pump from the fuel tank and sent to the SCV At this time the regulating valve adjusts the fuel pressure to below a certain level The fuel sent from the feed pump has the required discharge quantity adjusted by the SCV and enters the pump unit through the suction valve The fuel pumped by the pump unit is pumped through the delivery valve to the rail aD A A Feed Pump from Fuel Tank Suction a am SCV from Feed Pump Low Pressure TO O amp Pump Unit from SCV Low Pressure Adjustment Complete 000000 From Pump Unit to Rail High Pressure Camshaft To Rail From Fuel Tank Ring Cam Plunger Delivery Valve Suction Valve Q000853E Operation e The discharge quantity is controlled by the SCV As with the HP3 the valve opening is adjust
76. he injection quantity in order to match the actual speed to the target speed calculated by the computer The ISC can be automatic ISC or manual ISC Automatic ISC Y With automatic ISC the engine ECU sets the target speed The target engine speed varies with the type of transmission automatic or manual whether the air conditioner is ON or OFF the shift position and the coolant temperature Idle Speed Control Conditions Conditions When Control Starts Conditions Affecting Control Idle Switch Water Temperature Air Conditioning Load Shift Position Accelerator Opening Vehicle Speed Engine ECU Target Engine Speed Calculation Comparison Fuel injection Quantity Correction Fuel Injection Quantity Instruction Actual Engine Speed gt Actuators Q000900E Operation Section 1 84 Manual ISC v The idle engine speed is controlled by the setting on the idle setting button at the driver s seat Target Engine Speed IMC Volume Terminal Voltage Q000901E Idle Vibration Reduction Control v This control reduces engine vibration during idle To achieve smooth engine operation it compares the angle speeds times of the cylinders and regulates injection quantity for each individual cylinder in the event of a large difference a dhe 4h Make the At for all the cylinders equal Angular Speed 1 3 4 2 1 3 4 2 gt Crankshaft Angle Correction C
77. he injector Repair or replace the injector and or the z N check procedure issued by the vehicle corresponding circuit manufacturer Verify whether there is a start signal when Repair the start signal circuit N G cranking the engine by checking the engine ECU start signal terminal Check the engine ECU power supply Repair the engine ECU power supply z N Refer to the engine ECU power supply cir cuit diagram issued by the vehicle manu facturer Check the supply pump and the supply Repair or replace the supply pump and NG pump drive circuit Refer to the supply drive circuit pump drive circuit diagram issued by the vehicle manufacturer Repair Section 2 149 Troubleshooting complete Repair Section 2 150 4 The engine cranks normally but does not start Description The engine is cranked at the normal speed but does not start Possible Cause e Crankshaft position sensor e Engine ECU power supply circuit e Injector e Supply pump e Start signal circuit Clogged air cleaner element Use the DST 2 to verify whether the cool ant temperature is at the glow system oper E Repair the glow control system Refer to z the glow control system check procedure ating temperature In addition verify issued by the vehicle manufacturer whether battery voltage is being supplied to the glow plugs at the designated times Monitor engine speed while cranking the C
78. heck the crankshaft position sensor NG engine Verify whether engine speed is Refer to the crankshaft position sensor being correctly output check procedure issued by the vehicle manufacturer Verify whether there is a start signal when Repair the start signal circuit NG cranking the engine by checking the engine ECU start signal terminal Check the engine ECU power supply Repair the engine ECU power supply NG Refer to the engine ECU power supply cir cuit diagram issued by the vehicle manu facturer Check each injector Refer to the injector Repair or replace the injector and or the NG check procedure issued by the vehicle corresponding circuit manufacturer Repair Section 2 151 6 Check the supply pump and the supply Repair or replace the supply pump and pump drive circuit Refer to the supply drive circuit pump drive circuit diagram issued by the vehicle manufacturer Troubleshooting complete Repair Section 2 152 5 Idle instability following engine start Description Idle speed after starting the engine is abnormal Possible Cause e Injector e Supply pump e Fuel filter e Engine ECU Rail pressure sensor Clogged air cleaner element Check each injector Refer to the injector Repair or replace the injector and or the z G check procedure issued by the vehicle corresponding circuit manufacturer heck the fuel filter 3 Check the lt
79. in line pump A type and the distributor pump VE type was 60 MPa Due to advancement in high pressure applications there are some recently developed fuel injection systems that inject fuel at a pressure of 100 MPa or higher The second generation common rail system injects fuel at an extremely high pressure of 180 MPa A Type Pump a Mechanical Pump Distributor Type Pump Loe NB Type Pump 1 MPa is approximately 10 2kgf cm2 ECD V3 Pump Li ECD V Series ECD V4 Pump Lo 120 1st Generation HPOPump Ls 120 Common Rail Series HP2Pump L145 2nd Generation HP3 4Pump L185 50 100 190 200 Injection Pressure MPa Q000920E 2 Optimized Injection Rates e The injection rate is the ratio of the changes in the fuel quantity that is injected successively from the noz Zle within a given unit of time Injection Rate High Injection Rate a ZA gt iq O C O O qa Q000921E Operation Section 1 102 e As the injection pressure increases the injection rate increases accordingly The increase in injection rate leads to an increase in the volume of the air fuel mixture that is created between the start of injection until ignition the ignition lag period Because this mixture is subsequently combusted at once it creates noise diesel knock and NOx For this reason it is necessary to appropriately control the injection rate by maintaining a low injection rate at the begin ning of injection and
80. inal 1 of connector A and terminal 1 of connec tor B1 However there is no continuity open circuit between terminal 1 of connector B2 and terminal 1 of connector C Therefore there is an open circuit between terminal 1 of connector B2 and terminal 1 Q002329E of connector C Repair Section 2 134 Voltage Check 1 For the circuit that applies voltage to the ECU connec Diagram 4 tor terminals check for an open circuit by performing a voltage check 2 As shown in diagram 4 with all connectors connect Sensor 4 y ed measure the voltage for the ECU 5 V output termi nal between the body ground and terminal 1 of connector A Next measure voltage for terminal 1 of connector B and terminal 1 of connector C in the Q002330E same fashion 3 The faulty circuit and measurement results are shown below e Voltage between terminal 1 of connector A and the body ground is 5 V e Voltage between terminal 1 of Measure connector B and the body ment Results ground is 5 V e Voltage between terminal 1 of connector C and the body ground is O V There is an open circuit in the wir ing harness between terminal 1 of Faulty Item l connector B and terminal 1 of connector C 3 Short circuit check e As shown in diagram 5 if there is a short in the wiring harness ground perform a Ground Continuity Check to de termine the cause of the short Diagram 5 Engine ECU
81. inder corresponding to the injector compensation code to be read e j Press Next Engine Utility Injector Compensation Selected function Select a cylinder then press Next to proceed Cylinder No 1 O Cylinder Ma 2 O Cylinder No 3 O Cylinder Nod ia isa anc Q003381E Repair Section 2 118 e k Register the compensation code i Press Input Engine Utility injector Compensation i Selected function Select a cylinder then press Next to proceed Cylinder No 7 O Cylinder No 2 O Cylinder Nod O Cylinder No 4 Back nens Cancel CANHAC ii Manually input the cylinder compensation code using the keyboard on the tester screen The code is a Q003381E 30 digit alphanumeric value imprinted on the injector head input Value BE Cancel Q003383E REFERENCE Each injector compensation code is unique Input the correct compensation code into each cylinder select ed on the tester iii Confirm that the compensation code is correct for the selected cylinder and then press OK Repair Section 2 119 e Check that the compensation code displayed on the screen is correct through comparison it with the 30 digit alpha numeric value on the head of the injector Engine Utility Injector Compensation Input the code of 30 characters printed on the injector Refer lo the service maunal for details 100702047DFFC438090000014BE965 input
82. ing Mechanism e The camshaft is actuated by the engine and the cam actuates the plunger via the tappet to pump the fuel sent by the feed pump The PCV controls the discharge quantity The fuel is pumped from the feed pump to the cylinder and then to the delivery valve PCV Pump Control Valve Camshaft Feed Pump Pulsar for TDC G Sensor SOPs ec ieer Q000773E Operation Section 1 20 CYLINDER RECOGNITION SENSOR TDC G SENSOR e The cylinder recognition sensor TDC G sensor uses the alternating current voltage generated by the change in the lines of magnetic force passing through the coil to send the output voltage to the ECU This is the same for the engine speed sensor installed on the engine side A disc shaped gear which is pro vided in the center of the supply pump camshaft has cutouts that are placed at 120 intervals plus an extra cutout Therefore this gear outputs seven pulses for every two revolutions of the engine for a six cylinder engine Through the combination of engine side engine speed pulses and TDC pulses the pulse after the extra cutout pulse is recognized as the No 1 cylinder For a 6 Cylinder Engine Reference Cylinder Recognition Sensor TDC G Sensor E No 1 Cylinder TDC G Pulse TDC G Pulse No 6 Cylinder TDC G Standard Pulse No 1 Cylinder Recognition TDC G Pulse 0 CR 120 CR 240 CR 350 CR 480 CR 600 CR K 720 CR 1 TDC 4TDC 2ITDC G TDC 3 ITDC 5ITD 1
83. ing Valve Actuating Actuating Current Yi Y Current BUIN Current Outer Valve psg Control Outlet Orifice Control Inlet Orifice Chamber j i Chamber Chamber Pressure 1 E Pressure Pressure Command E E Piston IN Jai Injection Rate Injection Rate Injection Rate Nozzle na Non Injection End of Injection Q000867E Operation Section 1 62 5 4 Injector Actuation Circuit e n order to improve injector responsiveness the actuation voltage has been changed to high voltage speed ing up both solenoid magnetization and the response of the TWV The EDU or the charge circuit in the ECU raises the respective battery voltage to approximately 110V which is supplied to the injector by signal from the ECU to actuate the injector EDU Actuation Charging Circuit lt Constant Amperage Circuit AA High Voltage Generation Circuit Injector JA INIH No 1 Cylinder L 0000 i Actuating Current INJ 2 No 3 A LOX INJ 3 No 4 last A paa El INJ 4 No 2 SES 0000 Control Circuit ECU Direct Actuation Direct Actuation Common 2 Constant Amperage Circuit Constant Amperage Circuit Injector mn O 2WV 1 No 1 nee Actuating Current Nec 2WV 2 No 5 Cylinder A a 2WV 3 No 3 aul a 2WV 4 No 6 Syd A AL 2WV 5 No 2 Cylinder 2WV 6 No 4 Cylinder Q000868E Operation Section 1 63 5 5 Other Injector Component Parts 1 Hollow Screw with Dam
84. ing points O Use the following questions as a basis to fully grasp the malfunction e What Malfunction symptoms e When Date time frequency of occurrence e Where Road conditions e Under what conditions Driving conditions engine operating conditions weather e How Impression of how the symptoms occurred CRS troubleshooting questionnaire When the vehicle is received at the service center it is necessary to verify the malfunction symptoms and the generated malfunction data with the customer Consult with the customer using the CRS troubleshoot ing questionnaire The troubleshooting questionnaire is necessary for the following reasons Reasons e There are cases when the malfunction symptoms cannot be reproduced at the service center e The customer s complaint is not always limited to the malfunction e If the person performing repairs is not working from the correct malfunction symptoms man hours will be wasted e The questionnaire can aid the service center in diagnosing repairing and verifying repair work Questioning Results Inspection Results Q002315E Repair Section 2 109 1 Questionnaire CRS Troubleshooting Questionnaire Vehicle Model aS Receiving Date Service History No Yes times Previous Vehicles Driven Main Area and Purpose of Use Other Customer Information Indications from the Customer MIL Illumination No Yes MA System Conditions Driving Conditions Road Surface
85. ion 1 79 4 Fuel Injection Rate Control e Although the injection rate increases with the adoption of high pressure fuel injection the ignition lag which is the delay from the start of injection to the beginning of combustion cannot be shortened to less than a certain period of time Therefore the quantity of fuel injected until ignition takes place increases the initial injection rate is too high resulting in explosive combustion simultaneous with ignition and an increase in NOx and sound To counteract this situation pilot injection is provided to keep the initial in jection at the minimum requirement rate to dampen the primary explosive combustion and to reduce NOx and noise Ordinary Injection Pilot Injection Injection Rate Small First Stage Large First Stage Combustion Combustion Heat Release Rate 20 TDC 20 40 20 20 40 Crankshaft Angle deg gt Crankshaft Angle deg gt Q000895E Operation Section 1 80 5 Fuel Injection Timing Control e The fuel injection timing is controlled by the timing of the current applied to the injectors After the main injection period is decided the pilot injection and other injection timing is determined Main Injection Timing v The basic injection timing is calculated from the engine speed engine speed pulse and the final injec tion quantity to which various types of corrections are added in order to determine the optimal main injection timing
86. ity Engine Speed Q000891E e Intake Air Pressure Correction When the intake air pressure is low the maximum injection quantity is restricted in order to reduce the emission of black smoke iaa ps ntake Air Pressure Correction Quantity Injection Quantity Engine Speed Q000892E Operation Section 1 78 e Atmospheric Pressure Correction The maximum injection quantity is increased and decreased according to the atmospheric pressure When the atmospheric pressure is high the maximum injection quantity is increased Correction Quantity gt Cc iq gt O Q O A Engine Speed Q000893E e Injection Quantity Delay Correction for Acceleration During acceleration if there is a large change in the accelerator pedal opening the injection quantity in crease is delayed in order to prevent black smoke emissions Change in Accelerator POS Injection Quantity After Correction Delay Injection Quantity Q000487E e Full Q Adjustment Resistance Only for 1st Generation HPO Systems The full Q resistance is for correcting the injection quantity for a full load The maximum injection quantity is increased or decreased by the car manufacturer to match to standards There are 15 types of full Q adjustment resistance The appropriate one is selected and used Quantity Adjustment Correction Injection Quantity Quantity Adjustment Resistor Correction Voltage Operation Sect
87. ll the conditions listed below have been met Operation Conditions v The EGR is operating v The coolant temperature is below 70 C Y The ambient temperature is below 5 C v A minimum of 10 seconds have elapsed after starting the engine v The engine speed and fuel injection quantity are in the state shown in the graph below Exhaust Gas Control System Operating Range Operating Range Extremely Low Torque or Engine Speed Range gt Cc O Cc O O 2 Engine Speed gt Q000907E Operation Section 1 89 7 5 DPF System Diesel Particulate Filter 1 General Description e This system reduces emissions of PM particulate matter In order to collect PM a DPF cleaner with built in catalytic filter is mounted on the center pipe The collected PM is handled with combustion processing during operation 2 System Configuration a Sensor G2 Injector Intake Air ZA lt ES oe Y Valve 4 Equilibrium m Actuator al pu E Supply Pump Exhaust Gas ore His Temperature Sensor ea ise Catalyst Hs ECU 8 EDU E Differential Pressure Sensor a La Exhaust Gas Temperature Sensor Q000908E Operation Section 1 90 3 Various Sensors Exhaust Gas Temperature Sensor e The exhaust gas temperature sensor is installed to the front and rear of the DPF to detect the temperature in these positions The engine ECU controls the exhaust temperature
88. lled Knocking To some extent knocking is unavoidable in engines that use a self ignition system Pressure Increase Ignition Start of Injection Cylinder Internal Pressure T D C Crankshaft Angle gt Q002311E Cause of Diesel Knocking te n A large quantity of air fuel mixture is created prior to ignition or ES the cetane value is high Cold Engine Intake air temperature is low Ignition occurs late without an increase in temperature Poor Engine Compression Poor Fuel Combustibility Ignition occurs late low cetane value Repair Section 2 105 2 White Smoke White smoke Uncombusted fuel that has been vaporized and then discharged e White smoke is generated when combustion occurs at a relatively low temperature resulting in the exhaust of un combusted fuel and oil particles White smoke is most likely to be generated when combustion chamber temperature is low Source of White Smoke Late Injection Timing Fuel is injected when the piston is in the down stroke Cold Engine Ignition occurs late and combustion is prolonged Poor Fuel Combustibility Rise and Fall of Oil Pressure Oil undergoes partial thermal breakdown 3 Black Smoke Black smoke Fuel that has been baked into soot and discharged e Black smoke is often referred to as just smoke Black smoke is generated when the injected fuel is poor in oxygen As the fuel is exposed to high temperatures thermal breakdown
89. lly Dis Engine Stall Action Engine will l charged Bat Sputtering not Start Poor Accel eration If any commercial electrical products have been installed remove such products and verify whether the malfunction symptoms occur gar If it is likely that the malfunc Mist State D tion occurs in rainy or high temperature weather spray ati the vehicle with water and 0 Q002320E verify whether the malfunc tion occurs lt ATTENTION gt e Do not spray water directly into the engine com partment Spray water in mist form on all surfaces of the radiator to indirectly change temperature and humidity e Do not spray water directly on electrical parts Repair Section 2 112 3 DIAGNOSTIC TOOL USE TOYOTA VEHICLE EXAMPLE 3 1 Diagnostic Trouble Code DTC Reading 1 DST 2 e The DST 2 can read DTCs in both the normal and check mode Compared to the normal mode the check mode has higher malfunction detection sensitivity Check mode is used when detection is not possible in normal mode regardless of the assumed abnormality 2 DTC check code reading using the DST 2 e Connect the DST 2 to the DLC3 check connector e View the DTC check screen by operating the DST 2 in accordance with the displayed instructions To verify a DTC select either the normal or check mode 3 DTC memory erasure using the DST 2 e To erase DTC codes follow the instructions shown on the display to view the DTC and
90. minals Idle Speed Status 8 Fuel System Leaks be Repair Section 2 107 2 DIAGNOSIS OVERVIEW 2 1 Diagnostic Work Flow Diagnostic Procedures 1 Receive malfunctioning vehicle 2 Question the user to verify the nature of the malfunction 3 Refer to Actions for Non Reoccurring Mal functions 4 Verify the malfunction symptom at the actual vehicle Use the DST 2 to check for any DTCs Proceed with diagnostics while referencing the DTC chart in the repair manual for the appropriate vehicle Use the DST 2 Data Monitor function to Proceed with diagnostics while referencing perform checks while monitoring each the repair manual for the appropriate vehi input and output signal cle Use the DST 2 active test function to oper Proceed with diagnostics while referencing ate each output device with the ignition the repair manual for the appropriate vehi switch in the ON position Check for any cle abnormalities in either the electrical circuits or the output devices Repair Section 2 108 8 Was the malfunction cleared Return to step 3 2 2 Inquiries O Use the Common Rail System CRS troubleshooting questionnaire to consult with the customer and ade quately grasp the malfunction symptoms REFERENCE Do not ask random questions Rather ask questions that will aid in narrowing down the possible malfunc tioning system while making educated guesses based on the actual symptoms Question
91. n or replace the air cleaner ele Intake system a ment Air mixed with the fuel system Perform fuel system air bleeding Faulty fuel filter Replace the filter Fuel system Insufficient fuel Add fuel and perform fuel system air Insufficient l bleeding Power Improper fuel Switch to the correct fuel Compression pressure abnormality pressure abnormality Compression pressure abnormality Refer to the engine repair manual Engine Piston cylinder liner and or piston ring Other o Overheat a a air cleaner element Clean or replace the air cleaner ele Intake system ment Insufficient fuel Add fuel and perform fuel system air bleeding Fuel system Improper fuel Replace the filter Fuel system clog Clean the fuel system Air introduction through fuel system Tighten all connections connection points tem Loose battery cables Tighten the battery terminal connec tions or replace the cables Faulty start ing Repair Section 2 176 Malfunction Faulty Item Cause Action ee Electrical sys sys Faulty starter operation Faulty starter operation starter operation Replace the starter assembly Faulty glow plug system Replace the glow plugs Lubrication Excessive engine oil viscosity TEPA with oil of appropriate vis E s Faulty start Burnt pistons Replace the piston piston ring and Engine Burnt bearings Replace the bearing and crankshaft pinion gear Poor valve clearance Adjust the valve clea
92. nals with a constant frequency The value of the current is the effective average value of these signals As the effective value increases the valve opening de creases and as the effective value decreases the valve opening increases Low Suction Quantity High Suction Quantity ON ab O qu O gt O E qu O lt L Average k AAA When the SCV Energized Duration Duty ON Time is Short Y When the SCV energization time is short the average current flowing through the solenoid is small As Current QD0710E a result the needle valve is returned by spring force creating a large valve opening Subsequently the fuel suction quantity increases Conventional SCV a TS p ant Large Valve Needle Opening Valve Q002341E Operation Section 1 38 Compact SCV Feed Pump 4 gt n ii Needle Valve na Q002321E When the SCV Energized Duration Duty ON Time is Long Y When the energization time is long the average current flowing to the solenoid is large As a result the needle valve is pressed out in the compact SCV the needle valve is pulled creating a small valve opening Subsequently the fuel suction quantity decreases Conventional SCV SCV amt HE Lt SS 7 Vii E r 4 an l lk i 1 E m ll gt Pp Small Needle Opening Valve Q002342E Compact SCV Operation Section 1 40 Normally
93. ne is running or before the engine Is started Clogged air cleaner element Possible Cause The DTC is recorded in the engine ECU 1 Connect the DST 2 and read the DTC Inspect the check engine warning light cir Troubleshoot the corresponding DTC Repair Section 2 146 2 The engine is hard to start Description The starter turns at normal speed but the engine takes too long to start Possible Cause e Start signal circuit Glow control system Crankshaft position sensor Engine ECU power supply circuit Injector Supply pump Cylinder recognition sensor Clogged air cleaner element Use the DST 2 to verify whether the cool ant temperature is at the glow system oper E Repair the glow control system Refer to z the glow control system check procedure ating temperature In addition verify issued by the vehicle manufacturer whether battery voltage is being supplied to the glow plugs at the designated times Use the DST 2 to monitor engine speed while cranking the engine Verify whether engine speed is being correctly output Verify the output waveform of the cylinder recognition sensor Refer to the cylinder recognition sensor check procedure issued by the vehicle manufacturer Check each injector Refer to the injector check procedure issued by the vehicle manufacturer Verify whether there is a start signal when cranking the engine by checking the engine ECU start signal terminal
94. ng strokes When the pressure in the plunger exceeds the pressure in the rail the valve opens to discharge fuel Stopper Holder Gasket Valve Ball When Plunger 1 Pumping When Plunger 2 Pumping Q000827E Fuel Temperature Sensor e The fuel temperature sensor is installed on the fuel intake side and utilizes the characteristics of a ther mistor in which the electric resistance changes with the temperature in order to detect the fuel tempera ture Thermistor Resistance Temperature Characteristic Resistance Value Temperature gt Q000828E Check Valve e The check valve which is located between the SCV Suction Control Valve and the pumping mecha nism prevents the pressurized fuel in the pumping mechanism from flowing back into the SCV Pump Housing Spring Valve Stopper Q000829E Operation Section 1 30 Check Valve Open v During fuel suction SCV ON the feed pressure opens the valve allowing fuel to be drawn into the pumping mechanism To Pumping Mechanism From SCV Q000830E Check Valve Closed v During fuel pumping SCV OFF the pressurized fuel in the pumping mechanism closes the valve pre venting fuel from flowing back into the SCV From Pumping Mechanism Q000831E Operation Section 1 31 5 Supply Pump Operation Supply Pump Overall Fuel Flow e Fuel is suctioned by the feed pump from the fuel tank and sent to the SCV At this time the regulating valve adjus
95. njector compensation code is imprinted on the head of each injector Example Injector Compensation Code Q003356E e d Enter the menu options in this order Power train Engine Utility Injector Compensation e e Press Next Engine Utility Injector Compensation This function ls used to sel the compensallon code for the new Injector assembly or the injectors to the engine ECU when replacing the injector assembly or the injectors Press Next to proceed _ Next gt Cancel Q003378E e f Press Next again to proceed Engine Utility Injector Compensation lt NOTICE gt This function must not be operated without referring the service manual Press Next to proceed Con a gt Cancel Q003379E Repair Section 2 122 e g Select Read Compensation Code e h Press Next Engine Utility Injector Compensation Select a fumection then press Next to proceed O Set Compensation Code Read Compensation Code i lt Back Next gt Caneel Pe 2 es ome e i Select the number of the cylinder corresponding to the injector compensation code to be read Q003386E e j Press Next Engine Utility Injector Compensation Selected function Select a cylinder then press Next to proceed amp Cylinder Nai Cylinder No 2 O Cylinder No 3 O Cylinder Nod lt Back Neat gt Cancel Poe v Q003381E REFERENCE The
96. nnector Airflow Meter with Intake Air Temperature Sensor 4 5 Al E 5 i Accelerator Position Sensor EDU EGR Shut Off VSV E F aF a Rail Pressure Sensor Coolant Temperature Sensor A a z Pressure Discharge Valve Supply Pump Crankshaft Position Sensor gt gt Engine Speed Sensor y e Fuel Temperature Cylinder Recognition Sensor TDC G Sensor N SC SSK Suction ei SoReal EQN alve i Q000760E Fuel Temperature Mounting Diagram for Main System Components 1 14 Operation Section Pressure Discharge Valve Pressure Limiter Rail Pressure Sensor Supply Pump HP3 or HP4 Plunger E Flow of Injection Fuel fait Suction Flow of Leak Fuel Control Valve Feed Pump Fuel Filter Fuel Tank Q000927E Overall System Flow Fuel Operation Section 1 15 3 SUPPLY PUMP DESCRIPTION 3 1 HPO Type 1 Construction and Characteristics e The HPO supply pump is mainly made up of a pumping system as in conventional in line pumps two cyl inders the PCV Pump Control Valve for controlling the fuel discharge quantity the cylinder recognition sensor TDC G sensor and the feed pump e It supports the number of engine cylinders by changing the number of peaks on the cam The supply pump rotates at half the speed of the engine The relationship between the number of engine cylinders and the supply pump pumping is as shown in the table below
97. o T Q002712E Proceed to step 11 Rail Assembly Check a CH1 NE lt gt NE SVIDIV 20ms DIV Measurement Conditions Q002721E Replace the NE sensor Repair and or replace the wiring harnesses or connectors Repair Section 2 165 Rail Assembly Check e a Crank the engine e b Use a circuit tester to measure the voltage between the engine ECU con nector terminals Q002714 Standard Value Measurement Terminals Measurement Terminal Names Conditions A26 PCR1 lt gt A28 E2 When cold Replace the engine ECU Q002722E Rail Assembly Check Pc Sensor Use a circuit tester to measure the resistance between terminals Replace the rail assembly Z z Standard value Measurement Terminals Terminal Names Res i stance Value 2 PR gt 3 VC 3 KQ or less 1 E2 gt 2 PR 6 4 kQ or less Q002723E Repair Section 2 166 13 Wiring Harness and Connector Check Engine ECU to Pc Sensor e a Disconnect engine ECU connector A and the rail assembly Pc sensor connector b Use a circuit tester to check for conti nuity and shorts between the following 1 engine ECU vehicle side connector A and rail assembly Pc sensor vehi cle side connector A 2 rail assembly Pc sensor vehicle side connector A and the rail assembly Pc sensor vehi cle side connector Engine Control Computer ellie ud PCR1 Connector A Fuel Pressure Sensor
98. or a aana aaa aaa ee ee ee eee ene 1 103 Repair Section 1 DIESEL ENGINE MALFUNCTIONS AND DIAGNOSTIC METHODS BASIC KNOWL EDGE 1 1 Combustion State and Malfunction Cause 0 000 cee ee eee eee 2 104 12 WOUBIGSNOOUNG 2 04 44 ou dao Be ea he ha eee a Does Shoe ee ads head eames dos ad 2 105 2 DIAGNOSIS OVERVIEW 2 1 Diagnose Won OWN IA ere AS SAA A ela ea gn each Wane 2 107 2 2 POUNG Ss e ia a heen ees ee he A ey Ae a tie a A le a A ey Ee AO eg Sa 2 108 2 3 Non Reoceurring MalfUNCIONS evisos il Rae eed darte Geese whan ed 2 110 3 DIAGNOSTIC TOOL USE TOYOTA VEHICLE EXAMPLE 3 1 Diagnostic Trouble Code DTC Reading 0 ccc eee e eee nna 2 112 32 AIM OS le ido esate tare toe Baas rta Ce ed ee sett Nee ter ew eee ante ee Adak a ae oe 2 113 3 3 Supply Pump Initialization Procedure 0 0 0 ee eee 2 113 3 4 Injector ID Code Registration 0 0 ee eee e teen ene nena 2 116 4 DIAGNOSIS BY SYSTEM 4 1 Intake System Diagnosis Glos sc Hoe ee Se ee a oe ee eek bh ee tee 2 128 42 Fuel System Diagnosis eee ee ee eens 2 128 4 3 Basics of Electrical Electronic Circuit CheCkS 0 0 0 ne eee eee ene 2 132 44 Engine ECU Input Output Signal Check Method 0 0 eee eee 2 137 5 TROUBLESHOOTING 5 1 Troubleshooting According to Malfunction Symptom for TOYOTA Vehicles 2 145 52 Other Malfunction Symptoms o lt a6x 20 teed A ESS eed ee
99. or Display Common Rail Pressure Items of Importance Item Name Abbre A l Explanation Check Conditions Reference Value During an Abnor viation mality Common Rail Pres Displays the fuel Following engine Rail internal fuel PCR1 PCR2 sig sure CRP pressure in the warm up when the pressure is dis nals rail assembly rail engine is rotating played within a e Display range 0 range of 30 MPa to MPa to 255 160 MPa MPa 2 Fuel leak check Connect the DST 2 to the vehicle side test connector e With the vehicle idling initiate the active test by following the instructions on the DST 2 display System selection screen TCCS Active Test High Pressure Fuel System Check Raise engine rotational speed to Following engine warm up 2000 rpm and then use the active when the engine is at idle test to place the fuel inside the rail speed under high pressure e The vehicle speed sensor is lt ATTENTION gt operating normally and speed O Enaina rntatinnal ennad is O km h Engine rotational speed cannot be set by step ping on the accelerator pedal e Verify that there are no fuel system leaks during the active test when fuel pressure is being applied to the rail Repair Section 2 132 4 3 Basics of Electrical Electronic Circuit Checks 1 ECU terminal voltage and waveform measurements e When measuring the voltage and resistance of each terminal insert the multimeter probe into
100. per e The hollow screw with damper enhances injection quantity accuracy by reducing the back pressure pul sations pressure fluctuations of the leak fuel In addition it minimizes the back pressure dependence the effect of the pressure in the leak pipe changing the injection quantity even though the injection com mand is the same of the fuel in the leak pipe Hollow Screw with Damper Q000869E 2 Connector with Correction Resistor e The connector with correction resistor has a built in correction resistor in the connector section to mini mize injection quantity variation among the cylinders Correction Resistor Terminal Solenoid Terminal Q000870E Operation Section 1 64 3 Injector with QR Codes e QR Quick Response codes have been adopted to enhance correction precision The QR code which contains the correction data of the injector is written to the engine ECU QR codes have resulted in a substantial increase in the number of fuel injection quantity correction points greatly improving injection quantity precision QR Code Correction Points Example Pressure QR Codes Parameter E 10EA01EB Le Mra x dhs A iszaores SY C rat 03000000 0000 BC Injection Quantity Actuating Pulse Width TQ Q000871E REFERENCE QR codes are a new two dimensional code that was developed by DENSO In addition to injection quantity correction data the code contains the part number and th
101. peration Section 1 60 3 G2 Type e To ensure high pressure the G2 type has improved pressure strength sealing performance and pressure wear resistance It also has improved high speed operability enabling higher precision injection control and multi injection To Fuel Tank Connector Solenoid Valve From Rail Command Piston Nozzle Spring 00000000000 00000000000 Pressure Pin Nozzle Needle Leak Passage Q000865E REFERENCE Multi injection means that for the purpose of reducing exhaust gas emissions and noise the main injection is accomplished with one to five injections of fuel without changing the injection quantity Example Pattern with Five Injections Main Injection Pilot Injection Pre Injection After Injection Post Injection Injection Quantity Q000866E Operation Section 1 61 5 3 Injector Operation e The injector controls injection through the fuel pressure in the control chamber The TWV executes leak control of the fuel in the control chamber to control the fuel pressure within the control chamber The TWV varies with the injector type Non Injection e When the TWV is not energized the TWV shuts off the leak passage from the control chamber so the fuel pressure in the control chamber and the fuel pressure applied to the nozzle needle are both the same rail pressure The nozzle needle thus closes due to the difference between the pressure bearing surface area of the comman
102. perature to 600 C which is the self combustion temperature for PM This combusts the ac cumulated PM in a short time The engine ECU controls the A B and C times and the injection times After Injection Post Injection i i Q000506E Operation Section 1 92 5 HINO vehicles HINO designation Diesel Particulate active Reduction DPR system e The following is an explanation of the DPR system equipped in HINO trucks The DPR system has an exhaust gas purification device switch and indicator light located near the driver s seat Exhaust Gas Purification Device Switch Q002667E Operation Section 1 93 e Automatic and manual DPR system operation are explained below Y PM accumulated in the DPR is automatically regenerated at the following rates 1 once every approx imately 200 kilometers when driving on general roads or 2 once every approximately 500 kilometers when driving on highways v Depending on driving conditions there are cases when regeneration is not performed automatically When soot is not being regenerated automatically the following two indicator lights blink 1 the light built into the switch for the exhaust gas purification device and 2 the light for the exhaust gas purifica tion device located inside the meter panel These indicator lights are a notification to press the exhaust gas purification device switch to begin manual soot regeneration Exhaust Gas Purification Device Indicator
103. pu GIND O El D14 lt B7 Output After warm up when the engine is at idle speed When the Malfunction Indicator Lamp MIL is lit W o El D12 B7 Output eeu OR 0 3 when the ignition switch is on Wo El D12 lt B7 Output When at idle speed MIL is not lit STA El D7 lt B7 When cranking At least 6 V NSW El D6 B7 1 Shift lever in P or N position NSW lt E1 D6 B7 1 Shift lever in a position other than P or N 9 14 IGSW O El D9 o B7 Engine stopped and ignition switch on MREL lt gt El D8 O B7 Output Engine stopped and ignition switch on Engine stopped and at least 10 minutes has MREL O El D8 o B7 Output SA 0 1 5 elapsed since ignition switch was turned off IREL gt E1 D10 gt B7 Output When at idle speed IREL o El D10 O B7 Output When the ignition switch is off 9 14 Pulse emis TACH gt E1 D4 o E1 Output After warm up when the engine is at idle speed sion Wave form 8 TC y El D11 B7 Output Ignition switch on Open circuit between DLC3 connector terminals TC lt E1 D11 lt B7 Output 0 3 13 TC and 4 CG THB E2 A33 e Input Battery fluid temperature 10 to 80 C NEO A28 2 JS Pulse emis RLO El A10 Output When at idle speed sion Wave B7 2 LOUT oO El C3 uo When the charge light is lit Output 0 3 B7 2 LOUT oO El C3 e When the charge light is not lit 9 14 871 2 Output Pulse emis form 9 ALT
104. pump and the supply Replace the fuel filter Repair or replace the supply pump and Z z z drive circuit pump drive circuit Refer to the supply pump drive circuit diagram issued by the vehicle manufacturer Check the rail pressure sensor and the cor Repair or replace the rail pressure sensor z G responding circuit Refer to the rail pres and the corresponding circuit sure sensor check procedure issued by the vehicle manufacturer Troubleshooting complete Repair Section 2 153 6 The engine returns to idle speed too slowly or does not return at all Description The time required for the engine to return to idle speed is longer than normal or the engine does not return to idle speed Possible Cause e Accelerator position sensor e Injector e Supply pump Clogged air cleaner element Perform the accelerator pedal position sen sor function check Refer to the accelera tor position pedal sensor check procedure issued by the vehicle manufacturer Check each injector Refer to the injector check procedure issued by the vehicle manufacturer Check the supply pump and the supply pump drive circuit Refer to the supply pump drive circuit diagram issued by the vehicle manufacturer Troubleshooting complete Repair or replace the accelerator position sensor and or the corresponding circuit Repair or replace the injector and or the corresponding circuit Repair or
105. r air cleaner clogging and or dam Replace the air cleaner or repair the air H von i i age 2 Verify that the engine is not overheated Repair the engine cooling system 2 Yor tine ence is not overhead l l Mi Check the crankshaft position sensor Repair or replace the crankshaft position Refer to the crankshaft position sensor sensor and or the corresponding circuit check procedure issued by the vehicle manufacturer Check each injector Refer to the injector Repair or replace the injector and or the check procedure issued by the vehicle corresponding circuit manufacturer Verify whether there is a start signal when Repair the start signal circuit cranking the engine by checking the engine ECU start signal terminal Repair Section 2 158 6 Check the MAF meter and the correspond Repair or replace the MAF meter and or FE G ing circuit Refer to the MAF meter check the corresponding circuit procedure issued by the vehicle manufac turer Check the Exhaust Gas Recirculation EGR system Refer to the EGR system check procedure issued by the vehicle Repair or replace the EGR system z G manufacturer Perform the accelerator pedal position sen Repair or replace the accelerator position z G sor function check Refer to the accelera sensor and or the corresponding circuit tor position pedal sensor check procedure issued by the vehicle manufacturer Check the boost pres
106. r or replace the EGR system z G manufacturer Check the supply pump and the supply Repair or replace the supply pump and G z pump drive circuit Refer to the supply drive circuit pump drive circuit diagram issued by the vehicle manufacturer Check the rail pressure sensor and the cor Repair or replace the rail pressure sensor G z responding circuit Refer to the rail pres and the corresponding circuit sure sensor check procedure issued by the vehicle manufacturer Repair Section 2 174 Check the electronic control throttle and Repair or replace the electronic control the corresponding circuit Refer to the throttle and or the corresponding circuit electronic control throttle check procedure issued by the vehicle manufacturer Troubleshooting complete Repair Section 2 175 5 2 Other Malfunction Symptoms Malfunctions caused by components other than the CRS There are cases when a particular symptom may indicate either a malfunction generated by the CRS ora malfunction generated by another system For instance engine mechanical parts and the fuel system may cause malfunction symptoms identical to symptoms generated by the CRS When troubleshooting do not assume that the source of a malfunction is the CRS Exhaustively consider all causes while verifying the items in the list below Malfunction Faulty Item Cause Action Symptom Clogged air cleaner element Clea
107. rance or replace IO Er Poor valve seat contact Break in or replace the valve and Low coolant temperature Perform warm up operation Large difference in cylinder to cylin Overhaul the engine der compression pressure Repair Section 2 177 6 DIAGNOSIS CODES DTC 6 1 DTC Chart Example DTC Structure P Powertrain related engine drive system o U Network related vehicle communication DTC Assignment o PO Determined by SAE ISO P1 Determined by manufacturer o P2 Determined by manufacturer O P3 H Mixture of items determined by SAE ISO and items determined by the vehicle manufacturer DTC Chart example for HINO and TOYOTA vehicles e DTC codes that apply to the CRS are listed below compatible with the DST 2 DTC Description P0006 Fuel shutoff valve A control circuit low voltage P0007 Fuel shutoff valve A control circuit high voltage Mass Air Flow MAF meter circuit related Repair Section 2 178 Accelerator position sensor switch A circuit related Accelerator position sensor switch A circuit range performance Accelerator position sensor switch A circuit low voltage Accelerator position sensor switch A circuit high voltage Accelerator position sensor switch A circuit intermittent operation P0168 Fuel temperature too high Fuel temperature sensor A circuit related Fuel temperature sensor A circuit range performance Fuel temperature sensor
108. rankshaft Angle Q000902E Operation Section 1 85 7 2 E EGR System Electric Exhaust Gas Recirculation 1 General Description e The E EGR system is an electronically controlled EGR system The EGR system recirculates a portion of the exhaust gases into the intake manifold in order to lower the combustion chamber temperature and reduce NOx emissions However operation of the EGR system may reduce engine power output and af fect drivability For this reason in the E EGR system the engine ECU controls the EGR to achieve an optimal EGR amount Operation Conditions Example v This operates in the operation region fulfilling the starting conditions below one example Engine Operating Conditions Except during engine warm up and startup does not overheat etc EGR Operating Range For Engine Medium Load gt T C 14 O G 9 O Engine Speed Q000501E 2 Operation e After the vacuum pump generates a vacuum the E VRV electric vacuum regulation valve regulates the vacuum and directs it to the diaphragm chamber of the EGR valve In response to this vacuum the dia phragm pushes the spring downward which determines the opening of the EGR valve and controls the EGR volume e The EGR cooler which is provided in the EGR passage between the cylinder head and the intake pas sage cools the EGR in order to increase the EGR volume e The EGR cutoff VSV which opens the diaphragm chamber to the atmosphe
109. re when the EGR valve is closed helps to improve response Diaphragm Vacuum Pump Vacuum Damper EGR Valve EGR Cooler Engine Speed Engine Accelerator Opening Intake Air Pressure And Atmospheric Pressure Coolant Temperature Manifold a j Intake Air Y yv Exhaust Relationship Between Vacuum and EGR Valve Opening Low lt j Vacuum gt High Small fm EGR Valve Opening sam Large Q000903E 1 86 Operation Section To Increase the EGR Quantity v The E VRV duty ratio is controlled In the stable condition shown in the bottom center diagram an in crease in the current that is applied to the coil causes the attraction force FM in the coil to increase When this force becomes greater than the vacuum force FV that acts on the diaphragm the moving core moves downward Along with this movement the port from the vacuum pump to the upper cham ber of the diaphragm opens Consequently the output vacuum increases which causes the EGR valve to open and the EGR volume to increase Meanwhile because increased output vacuum equals in creased FV the moving core moves upward with the increase in FV When FM and FV are equal the port closes and the forces stabilize Because the vacuum circuit of the EGR is a closed loop it main tains the vacuum in a stabilized state provided there are no changes in the amperage The engine ECU outputs sawtooth wave signals with a constant frequency The value of the current is
110. ressure Sensor Detects the intake air pressure the intake air Detects the intake air pressure oo Pressure oe Detects the atmospheric pressure Operation Section 1 70 1 Crankshaft Position Sensor Engine Speed Sensor and Cylinder Recognition Sensor TDC G Sensor Crankshaft Position Sensor Engine Speed Sensor e The crankshaft position sensor is installed near the crankshaft timing gear or the flywheel The sensor unit is a MPU magnetic pickup type When the engine speed pulsar gear installed on the crankshaft passes the sensor section the magnetic field of the coil within the sensor changes generating AC volt age This AC voltage is detected by the engine ECU as the detection signal The number of pulses for the engine speed pulsar depends on the specifications of the vehicle the sensor is mounted in Cylinder Recognition Sensor TDC G Sensor e The cylinder recognition sensor is installed on the supply pump unit for the HPO system but for the HP2 HP3 or HP4 system it is installed near the supply pump timing gear Sensor unit construction consists of the MPU type which is the same as for the crankshaft position sensor and the MRE magnetic resis tance element type For the MRE type when the pulsar passes the sensor the magnetic resistance changes and the voltage passing through the sensor changes This change in voltage is amplified by the internal IC circuit and output to the engine ECU The number of pulses for the T
111. rld s first common rail system for trucks was introduced in 1995 In 1999 the common rail system for passenger cars the HP2 supply pump was introduced and then in 2001 a common rail system using the HP3 pump a lighter and more compact supply pump was introduced In 2004 the three cylinder HP4 based on the HP3 was introduced 1996 1998 2000 2002 2004 2006 sl nal 1st Generation Common Rail System i 2nd Generation Common Rail System HPO 120MPa Large Trucks Medium Size Trucks 180MPa Suction Quantity oa a Adjustment Compact Trucks 180MPa Passenger Vehicles Suction Quantity Adjustment Suction Quantity Adjustment 135MPa Q000752E Operation Section 1 6 1 6 Injector Transitions 1st Generation 120MPa Pilot Injection 135MPa Pilot Injection 2nd Generation 180MPa Multi Injection Q000753E Operation Section 1 7 Common Rail System Configuration e The common rail control system can be broadly divided into the following four areas sensors engine ECU EDU and actuators Sensors o Detect the condition of the engine and the pump Engine ECU O Receives signals from the sensors calculates the proper injection quantity and injection timing for optimal engine operation and sends the appropriate signals to the actuators EDU e Enables the injectors to be actuated at high speeds There are also types with charge circuits within the ECU that serve the same role as the E
112. rts that may be a source of poor fuel economy Repair the engine des Troubleshooting complete Repair Section 2 171 13 Black Smoke Black smoke is being exhausted Possible Cause e Injector Supply pump EGR system Engine ECU Electronic control throttle Rail pressure sensor Mass Air Flow MAF meter Boost pressure sensor Clogged air cleaner element 1 Check for air cleaner clogging and or dam Replace the air cleaner or repair the air age duct 2 Check the electronic control throttle and Repair or replace the electronic control 0 G z the corresponding circuit Refer to the throttle and or the corresponding circuit electronic control throttle check procedure issued by the vehicle manufacturer Check the MAF meter and the correspond Repair or replace the MAF meter and or G z ing circuit Refer to the MAF meter check the corresponding circuit procedure issued by the vehicle manufac turer Check the Exhaust Gas Recirculation EGR system Refer to the EGR system check procedure issued by the vehicle E Repair or replace the EGR system z manufacturer Check the boost pressure sensor and the Repair or replace the boost pressure sen G z corresponding circuit Refer to the boost sor and or the corresponding circuit pressure sensor check procedure issued by the vehicle manufacturer Repair Section 2 172 6 Check the rail pressur
113. s DIV Conditions After warm up when the engine is at idle speed Q002703E REFERENCE As engine rotational speed increases the wave period shortens e i Waveform 9 Alternator voltage regulation command signal Item Description Measurement i RLO Ef Terminals Instrument Setting 2V DIV 20ms DIV Conditions When at idle speed bd bd 7 4 bd gt 7 A Q002704E Repair Section 2 144 e j Waveform 10 Alternator output monitor Item Description Measurement ALT lt gt Ef Terminals ee ee ee Instrument Setting 5V DIV 5ms DIV Conditions When at idle speed Q002705E Description Measurement RFC lt gt Ef Terminals RFC2 lt F1 Instrument Setting 2V DIV 500 us DIV Q002706E e Waveform 12 Meter coolant temperature signal Description Measurement obb THWO E1 tite pe a e Terminals 4 Ground Instrument Setting 411444 brrrrbiaripritrt idrr brit 5V DIV 0 1ms DIV Conditions When at idle speed ttrrrttritttrrrt a Q002707E REFERENCE A changes according to coolant temperature Coolant Temperature atleast 120 C Repair Section 2 145 9 TROUBLESHOOTING 5 1 Troubleshooting According to Malfunction Symptom for TOYOTA Ve hicles 1 Malfunction Indicator Lamp MIL is lit Description The check engine warning light is lit when the engi
114. stable injection pressure at all times even in the low engine speed range and dramatically decreases the amount of black smoke ordinarily emitted by a diesel engine during start up and acceleration As a result exhaust gas emissions are cleaner and reduced and higher power output is achieved 1 Features of Injection Control Injection Pressure Control e Enables high pressure injection even at low engine speeds e Optimizes control to minimize particulate matter and NOx emissions Injection Timing Control e Enables finely tuned optimized control in accordance with driving conditions Injection Rate Control e Pilot injection control injects a small amount of fuel before the main injection Common Rail System Injection Pressure Control Injection Timing Control Injection Rate Control fe Pilot injection sanhi Optimized and Higher Pressure After Injection Injection pressure is more than double the current pressure which makes it possible to greatly reduce particulate matter Electronic Control Type Pre Injection Post Injection Main Injection Common Rail System AO oO 14 o E O O Crankshaft Angle gt Injection Quantity Control Cylinder Injection Quantity Correction Conventional i Pump Injection Pressure Particulate Injection Pressure Injection Quantity 13 2 4 Q000751E Operation Section 1 5 Common Rail System And Supply Pump Transitions e The wo
115. stance changes In ad dition the air pressure on this sensor is switched between the pressure within the intake manifold and the atmospheric pressure so both the intake air pressure and the atmospheric pressure are detected with one sensor The switching between intake air pressure and atmospheric pressure is handled by the VSV vacuum switching valve When any one of the conditions below is established the VSV is switched ON for 150 msec by command of the engine ECU to detect the atmospheric pressure When none of the conditions below is established the VSV is switched OFF to detect the intake air pressure Atmospheric Pressure Measurement Conditions v Engine speed 0 rpm Y Starter ON v Stable idling state Pressure Pim Output Voltage craracteristic ab O iq O gt mD Q gt O Absolute Pressure Q000885E Operation Section 1 74 7 CONTROL SYSTEM 7 1 Fuel Injection Control 1 General Description e This system effects more appropriate control of the fuel injection quantity and injection timing than the mechanical governor or timer used in the conventional injection pump The engine ECU performs the nec essary calculations based on the signals that are received from the sensors located on the engine and the vehicle Then the ECU controls the timing and duration of the current that is applied to the injectors in order to obtain optimal injection timing and injection quantity
116. supplying a sufficient quantity after the ignition To meet this need two spring nozzles have been adopted and a pilot injection system has recently been developed 2 Spring Nozzle Common Rail System Injection Rate Injection Rate Control Pilot Injection Injection Quantity Injection Quantity Q000922E 3 Higher Injection Timing Control Precision e Reducing exhaust gas emissions and fuel consumption and optimizing the injection timing are important It is extremely difficult to achieve the desired exhaust emission reduction levels through methods that ad just the injection timing according to speed or centrifugal force such as the conventional mechanical timer For this reason electronically controlled systems have been adopted to freely and precisely control the injection timing in accordance with the engine characteristics Electronic Control Type Mechanical Timer Q000923E 4 Higher Injection Quantity Control Precision e Power output adjustment in a diesel engine is accomplished by regulating the fuel injection quantity Poor injection quantity control precision leads to increased exhaust gas emissions noise and poor fuel econ omy For this reason electronically controlled systems have been developed to ensure high precision in jection quantity control Operation Section 1 103 9 4 Image Of Combustion Chamber Interior e With conventional injection methods because an excessive quantity of fuel was inject
117. sure sensor and the Repair or replace the boost pressure sen z G corresponding circuit Refer to the boost sor and or the corresponding circuit pressure sensor check procedure issued by the vehicle manufacturer Check the supply pump and the supply Repair or replace the supply pump and z G pump drive circuit Refer to the supply drive circuit pump drive circuit diagram issued by the vehicle manufacturer Troubleshooting complete Repair Section 2 159 10 Engine start failure example for TOYOTA HIACE and REGIUS ACE Attention Points e If replacing an injector assembly always register the injector ID following replacement e If replacing the injection Supply pump always perform learning value initialization following replace ment e If replacing the engine control computer always perform injection supply pump learning value initializa tion and register the injector IDs following replacement e Bleed the fuel piping then begin troubleshooting Diagnostic Procedure DTC Reading Check for a DTC output Refer to the DTC chart Code Output No Code Output N Register the recorded ID codes 2 ID Code Verification Check whether the injector ID codes are registered Cranking Check Prepare the same model Check the battery and starter z vehicle for which no claim has been filed Check whether cranking is slow on the malfunctioning vehicle compared to the non malfunctioning
118. t Fuel Intake Port Suction Fuel Filter With Priming Pump Fuel Tank Q000849E 1 46 Operation Section Operation e The discharge quantity is controlled by SCV control the same as for the HP2 however it differs from the HP2 in that the valve opening is adjusted by duty ratio control e In the intake stroke the spring makes the plunger follow the movement of the ring cam so the plunger descends together with the ring cam Thus unlike the HP2 the plunger itself also suctions in fuel When the suctioned fuel passes through the SCV the flow quantity is controlled to the required discharge quan tity by the valve opening and enters the pump main unit e The quantity of fuel adjusted by the SCV is pumped during the pumping stroke Suction Valve Delivery Valve Plunger A Eccentric Cam Plunger A End of Compression Plunger A Start of Suction Plunger B End of Suction Plunger B Start of Compression Plunger A Start of Compression Plunger A End of Suction Plunger B Start of Suction Plunger B End of Compression QD0707E Operation Section 1 47 3 4 HP4 Type 1 Construction and Characteristics e The HP4 basic supply pump construction is the same as for the HP3 The composition is also the same as the HP3 being made up of the pump unit eccentric cam ring cam plunger the SCV suction control valve the fuel temperature sensor and the feed pump The main difference is that there are three plung ers
119. t the intelligent tester to the DLC3 e b Turn the ignition switch on lt ATTENTION gt Do not start the engine e c Turn the intelligent tester on e d Enter the following menus Power train Engine Utility Supply Pump Initialization e e Press Next Tis funcion la ad to initialize the e L TEE LF her au n1 LPLETI L a aE ta Eiir Q003353E Repair Section 2 114 e f Press Next Cece aimma gan iia Fon Prosa Mec Tahi mb lo CHA Tha angina ig rot rusning Q003354E e g Press Exit SU ELE PEO TA ASS A STA Pra EP Tm aa he re Q003355E e h Start the engine to check if the initialization is complete If the engine cannot be started repeat the ini tialization procedures from the beginning e i Idle the engine for at least one minute under the following conditions Water temperature is 60 C 140 F or more Fuel temperature is 20 C 68 F or more lt ATTENTION gt Do not race the engine immediately after starting After idling the engine racing is acceptable REFERENCE e The water temperature can be estimated by touching the outlet hose e The fuel temperature can be estimated by using the ambient temperature as a substitute e If the water temperature is difficult to estimate use the intelligent tester and enter the following menus Power train Engine Data List Coolant Temp e j Initialization is complete Repair Section 2 115 2
120. that is obtained from the governor pattern which is calculated from the accelerator position and the engine speed 2 The injection quantity obtained by adding various types of corrections to the maximum injection quantity obtained from the engine speed The lesser of the two injection quantities is used as the basis for the final injection quantity Accelerator Opening Injection Quantity Engine Speed Accelerator Opening gt Basic Injection Quantity A Low Corrected Iniector Actuation gt Quantity gt Final Injection gt un PE XN Side Selected Quantity Engine Speed gt Maximum Injection Quantity c gt 53 OG 0 5 cO Individual Cylinder Correction Quantity Speed Correction Injection Pressure Correction Intake Air Pressure Correction Intake Air Temperature Correction Atmospheric Pressure Correction Ambient Temperature Correction Engine Speed Cold Engine Maximum Injection Quantity Correction Q000887E Operation Section 1 76 Set Injection Quantities e Basic Injection Quantity This quantity is determined by the engine speed and the accelerator opening With the engine speed con stant if the accelerator opening increases the injection quantity increases with the accelerator opening constant if the engine speed rises the injection quantity decreases Accelerator Opening gt 49 O O O 2 Q uN 09 m Engine Speed Q000888E e Star
121. the effective average value of these signals For details see the explanation of the HP3 supply pump and SCV To Decrease the EGR Volume v A decrease in the current that is applied to the coil causes FV to become greater than FM As a result the diaphragm moves upward The moving core also moves upward in conjunction with the movement of the diaphragm causing the valve that seals the upper and lower diaphragm chambers to open Con sequently the atmospheric pressure in the lower chamber enters the upper chamber thus reducing the output vacuum This causes the EGR valve to close and the EGR volume to decrease Because decreased output vacuum equals decreased FV the moving core moves downward with the de crease in FV When FM and FV are equal the port closes and the forces stabilize From Vacuum Pump To EGR Valve O a FV DO Core Diaphragm Stator Core Atmosphere EGR Quantity Increased EGR Quantity Decreased Q000904E Operation Section 1 87 7 3 Electronically Controlled Throttle Not Made By DENSO 1 General Description e The electronically controlled throttle is located upstream of the EGR valve in the intake manifold It con trols the throttle valve at an optimal angle to regulate the EGR gas and reduce noise and harmful exhaust gases 2 Operation e Signals from the engine ECU actuate the stepping motor which regulates the throttle valve opening EGR Control e To further increase
122. the fuel and injects it O There are three types of injectors the X1 X2 and G2 Rail Pressure Sensor Orifice Control Chamber Portion Command Piston Nozzle Needle Nozzle Q000862E Operation Section 1 58 5 2 Injector Construction and Features e The injector consists of a nozzle similar to the conventional nozzle amp nozzle holder an orifice that controls the injection rate the command piston and a TWV two way solenoid valve The basic construction is the same for the X1 X2 and G2 types 1 X1 Type e Precision control is attained through electronic control of the injection The TWV comprises two valves the inner valve fixed and the outer valve movable Solenoid TWV Inner Valve Outer Valve ral Command Piston ITA a Seay E ee S 1 A A 4 TH Ar 5 eE RO Ma Orifice 1 Orifice 2 Nozzle la N Q000863E Operation Section 1 59 2 X2 Type e By reducing the injector actuation load the injector has been made more compact and energy efficient and its injection precision has been improved The TWV directly opens and closes the outlet orifice ge i Solenoid T Control Hollow Screw with Damper valve la wj Chamber From Rail i PAL oie ZA if SPA eS Command Piston Nozzle Spring Pressure Pin High Pressure Fuel Leak Passage Nozzle Needle Q000864E O
123. the rear side of the wiring harness connector If connectors are too small for the probe to be inserted easily insert a fine metal wire into the rear of the connector and touch the wire to the probe REFERENCE The number of each terminal can be seen from the rear side of the wiring harness oie LD Engine ECU Side Noooo looogooooollooooooc 000g0400000000040000000 VAN Ground Wiring Harness ols Side Ground Ground Q002326E 2 Open circuit check e When dealing with a wiring harness open circuit like that depicted in diagram 1 check continuity and or voltage to determine the location of the open circuit Diagram 1 Engine ECU Open Circuit Q002327E Repair Section 2 133 Continuity Check 1 Remove connectors A and C and then measure Diagram 2 resistance between the two Standard Value 1 Q or less Sensor REFERENCE Measure resistance while gently shaking the wiring Q002328E harness up and down and side to side 2 As shown in diagram 2 there is no continuity open circuit between terminal 1 of connector A and termi nal 1 of connector C However there is continuity between terminal 2 of connector A and terminal 2 of connector C Therefore there is an open circuit be tween terminal 1 of connector A and terminal 1 of connector C 3 Remove connector B and measure the connector resistance 4 As shown in diagram 3 there is continuity between term
124. ting Injection Quantity This is determined based on the basic injection quantity for when the engine starts up and the added cor rections for the starter S W ON time the engine speed and the coolant temperature If the coolant tem perature is low the injection quantity is increased When the engine has completely started up this mode is cancelled Coolant Temperature High lt Low Starting Base Injection Quantity STA ON Time gt Injection Quantity Starting Q000889E e Injection Quantity for Maximum Speed Setting Determined by the engine speed The injection quantity is restricted to prevent an excessive rise in engine speed overrun Injection Quantity for Maximum Speed Setting Injection Quantity Engine Speed Q000890E Operation Section 1 77 e Maximum Injection Quantity This is determined based on the basic maximum injection quantity determined by the engine speed and the added corrections for coolant temperature fuel temperature intake air temperature atmospheric temperature intake air pressure atmospheric pressure and full Q adjustment resistance only for the 1st generation HPO system etc gt ES F ES SO 25 23 o D n E Engine Speed QB0717E Corrections e Cold Engine Maximum Injection Quantity Correction When the coolant temperature is low whether during start up or during normal operation this correction increases the injection quantity Injection Quant
125. tion is performed when normal codes are output in the normal mode despite the fact that there may be malfunctions in the sensor signal systems 1 Reading DTCs 1 DST 1 Connection Connect the DST 1 to the DLC3 terminal BEBEEREG Q000914 Operation Section 1 96 2 Reading DTCs Operate in accordance with the in Diagnostic Trouble Codes DTC NM structions shown on the screen to display the DTC check screen Select either the normal or check mode and read the DTC REFERENCE lf no DTC appears on the screen there may be a Execute Execute failure in the engine ECU Q000915E Q9 Nr Checking the Freeze Frame Data If the symptom that out puts a DTC cannot be duplicated check the freeze frame data 4 Erasing DTCs from memory Operate in accordance Diagnostic Trouble Code ECD Erasure with the instructions shown on the screen to display This will erase the DTC and freeze frame data the DTC check screen Select Erase DTCs to Erase OK erase the DTCs REFERENCE If it is not possible to erase the DTC turn the igni tion switch OFF and repeat the process 5 Wiring Harness and Connector Open Circuit Check REFERENCE If the DTC output during a diagnostic inspection in the check mode has identified the system with a malfunction use the method indicated below to narrow down the area of the malfunction e Erasing DTCs from memory After reading the DTCs in check mode erase
126. ts the fuel pressure to below a certain level Fuel sent to the feed pump has the required dis charge quantity adjusted by the SCV and enters the pumping mechanism through the check valve The fuel pumped by the pumping mechanism is pumped through the delivery valve to the rail From Fuel Tank T Overflow Orifice e Ii N Check Valve 1 J U A Check Valve 2 ll mi E Feed Pump Plunger Q000832E Operation Section 1 32 Fuel Discharge Quantity Control e The diagram below shows that the suction starting timing SCV Suction Control Valve ON is constant determined by the pump speed due to the crankshaft position sensor signal For this reason the fuel suction quantity is controlled by changing the suction ending timing SCV OFF Hence the suction quan tity decreases when the SCV is turned OFF early and the quantity increases when the SCV is turned OFF late e During the intake stroke the plunger receives the fuel feed pressure and descends along the cam sur face When the SCV turns OFF suction end the feed pressure on the plunger ends and the descent stops Since the suction quantity varies when suction ends except for maximum suction the roller sep arates from the cam surface e When the drive shaft rotates and the cam peak rises and the roller comes in contact with the cam surface again the plunger is pressed by the cam and starts pumping Since the suction quantity the discharge quantity
127. ture In addition there are two types of HP3 SCV the normally open type the suction valve opens when not energized and the normally closed type the suc tion valve is closed when not energized e With a DPNR system Diesel Particulate NOx Reduction system there is also a flow damper The pur pose of this flow damper is to automatically shut off the fuel if a leak occurs in the fuel addition valve pas sage within the DPNR Suction Valve Feed Pump Ring Cam SCV Suction Control Valve Fuel Temperature Sensor Delivery Valve Q000835E Operation Section 1 34 2 Exploded View Delivery Valve S D Y T ES Fuel ya Sensor Y SZ Plunger SP x Feed coum O 0 Regulating Valve O Suction Control Valve V 2 iS Ring Cam Pump ous D Plunger Eccentric Cam S Camshaft SSF SZ O os ES Delivery Valve Element Sub Assembly Q000836E Operation Section 1 35 3 Component Part Functions Actuates the plunger Moves reciprocally to draw and compress fuel Delivery Valve Prevents reverse flow from the rail of the fuel pumped from the plunger Fuel Temperature Sensor Detects the fuel temperature Feed Pump e The trochoid type feed pump which is integrated in the supply pump draws fuel from the fuel tank and feeds it to the two plungers via the fuel filter and the SCV Suction Control Valve The drive shaft actuates the outer inner rotors of the feed pump thus ca
128. uel pressure Other types of injection control such as pilot injection also faced some difficulties Addressing these issues in a revolutionary manner DENSO led the world by intro ducing a commercial application of the common rail fuel injection system O Two types of common rail fuel injection systems are in use today One is the common rail system that pres surizes the fuel and injects it directly into the cylinders DENSO was the first in the world to introduce a com mercial application of this system This system which is undergoing further development has been adopted IN passenger car applications Other companies such as R Bosch Siemens and Delphi also offer their commercial versions of this system today The other system is the Hydraulic Electric Unit Injection HEUI system which was developed by Caterpillar in the United States This system uses pressurized engine oil to pressurize the fuel by actuating the piston of the nozzle injector through which the pressurized fuel is injected Operation Section 1 101 9 3 Higher Injection Pressure Optimized Injection Rates Higher Injection Timing Control Precision Higher Injection Quantity Control Precision 1 Higher Injection Pressure e The fuel that is injected from the nozzle turns into finer particles as the fuel injection pressure increases This improves combustion and reduces the amount of smoke contained in the exhaust gases Initially the maximum injection pressure of the
129. using the rotors to start rotating In accordance with the space that increases and decreases with the movement of the outer and inner rotors the feed pump draws fuel into the suction port and pumps fuel out the discharge port Outer Rotor To Pump Chamber Suction Port EN Discharge Port Inner Rotor From Fuel Tank Q000770E Regulating Valve e The regulating valve keeps the fuel feed pressure discharge pressure below a certain level If the pump speed increases and the feed pressure exceeds the preset pressure of the regulating valve the valve opens by overcoming the spring force in order to return the fuel to the suction side Pump Housing Bushing Piston Feed Pump Spring Q000837E 1 36 Operation Section Suction Control Valve SCV e In contrast to the HP2 the SCV for the HP3 supply pump is equipped with a linear solenoid valve The fuel flow volume supplied to the high pressure plunger is controlled by adjusting the engine ECU supplies power to the SCV duty ratio control When current flows to the SCV the internal armature moves ac cording to the duty ratio The armature moves the needle valve controlling the fuel flow volume according to the amount that the valve body fuel path is blocked Control is performed so that the supply pump suc tions only the necessary fuel quantity to achieve the target rail pressure As a result the supply pump actuation load is reduced e There are two types of HP3 SC
130. vehicle Repair Section 2 160 4 DST 2 Data Reading While cranking use the data monitor function to measure each type of data When the engine is cold check that engine Proceed to step 15 Glow System Check N rotational speed NE is between 1000 to 1500 rpm during initial combustion When the engine is warm check that Proceed to step 17 Fuel Intake System Check engine rotational speed NE is between 900 to 1500 rpm during initial combustion When starting the vehicle and at idle Proceed to steps 7 Coolant Temperature Sensor Check through 14 Engine ECU Replacement N check that the rail target pressure PC is between 30 to 40 MPa under the following conditions 1 the engine completely warmed 2 the A C off and 3 the shifter in the N position When starting the vehicle and at idle Proceed to step 11 Rail Assembly Check N z check that the rail fuel pressure FP is between 30 to 40 MPa under the following conditions 1 the engine completely warmed 2 the A C off and 3 the shifter is in the N position Check whether there is a starter signal B input Proceed to step 20 Starter Signal Check z N Repair Section 2 161 5 Compressor Check e a Remove the cable from the battery minus terminal e b Remove the glow plug assembly refer to the relevant procedure e c Disconnect the connector for each injector assembly e d Connect the cable to
131. vy oil irritating odor ab Separation of materials water foreign mat ter a Viscosity high low viscosity wax consis tency 2 Check the primary filter and sedimenter Replace the filter drain water from the sed e Check for primary filter clogging dirt imenter e Check the sedimenter water volume Repair Section 2 129 3 Check for filter supply pump inlet clog Clean or replace the fuel filter and fuel pip N H ging ing 4 Check that the fuel piping is not damaged Repair or replace the fuel piping piping g p p piping clogged and or poorly connected If a defi ciency is found repair the piping as neces sary Check the inside of the fuel tank Check Restore the fuel tank for tank modification additions position of the fuel pipe inlet outlet clogging and holes e Check the tank for modifications or additions Compare to an unmodified tank or consult with the user 4D Fuel inlet outlet position tank piping a Foreign matter in the tank water separation a Tank internal Zinc Zn cladding e Check the tank internal fuel piping for the following v Inlet outlet position below position E v Inlet clogging bent or deformed pip ing crushed pipe Y Crushed piping connections Repair Section 2 130 Check the tank external fuel flow path Check for crushed hose clogging air introduction at hose connections e Check the hoses AD
132. y Operation is the same as for the piston and ball type During Pressure Pulse Absorption Fuel Cut Off Piston Spring Q000860E Operation Section 1 56 4 Pressure Discharge Valve e The pressure discharge valve controls the fuel pressure in the rail When rail fuel pressure exceeds the target injection pressure or when the engine ECU judges that rail fuel pressure exceeds the target value the pressure discharge valve solenoid coil is energized This opens the pressure discharge valve pas sage allowing fuel to leak back to the fuel tank and reducing rail fuel pressure to the target pressure Solenoid Coil Pressure Discharge Valve Rail Operating To Fuel tank Q000861E Operation Section 1 57 9 INJECTOR DESCRIPTION 5 1 General Description e The injector injects the pressurized fuel in the rail into the engine combustion chamber at the optimal injec tion timing injection quantity injection rate and injection pattern in accordance with signals from the ECU O Injection is controlled using a TWV Two Way Valve and orifice The TWV controls the pressure in the con trol chamber to control the start and end of injection The orifice controls the injection rate by restraining the speed at which the nozzle opens e The command piston opens and closes the valve by transmitting the control chamber pressure to the nozzle needle e When the nozzle needle valve is open the nozzle atomizes
133. yst A F Sensor Oxidation Catalyst Before EGR Cooler Fuel Addition Valve A F Sensor Exhaust Retarder NSR Differential Pressure Sensor Exhaust Gas Temperature Sensor Q000911E Operation Section 1 95 8 DIAGNOSIS 8 1 Outline Of The Diagnostic Function e The diagnostic function enables a system to self diagnose its own malfunctions If abnormal conditions oc cur in the sensors or actuators used in the control systems the respective systems convert the malfunction Signals into codes and transmit them to the engine ECU The engine ECU records the transmitted malfunc tion code into memory Recorded codes are output at the diagnostics connector on the vehicle To inform the driver of the malfunction the engine ECU causes the MIL Malfunction Indicator Light in the meter to illuminate Accurate troubleshooting can be performed by way of the DTCs Diagnostic Trouble Codes that are Output at the diagnostic connector For details on actual diagnosis codes see the vehicle manual It is necessary to put the vehicle into the state below before starting inspection 1 Pre Inspection Preparation e Position the shift lever in N or P e Turn OFF the air conditioner e Verify that the throttle valve is fully closed 8 2 Diagnosis Inspection Using DST 1 e The DST 1 can be used in both normal and check modes Compared to the normal mode the check mode has a higher sensitivity to detect malfunctions e The check mode inspec

COMMON RAIL SYSTEM (CRS) SERVICE MANUAL: General Edition

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